Placed on 30th Oct. 2011
summarised details, as released in Newsletter 58 of Dec. 2011
33 063 :
After the excitement of the return to service in glorious new paintwork, 63 was stopped for final touch-ups as planned in August. Also the Cab Heaters in both cabs were fitted, tested, and covers painted. They now give drivers a nice warm feeling in the winter.
Time ran out for a complete air receiver inspection, although we did manage to inspect the insides of one control air reservoir with the railway’s endoscope and the internal status was noted to be in very good condition. The examiner prefers this method of examination rather than rely on traditional water pressure air receiver testing which tells you nothing about what is going on inside a pressure vessel.
An oil sample was taken and the oil was found to be in better condition than 6 years ago!!. This is likely to have been due to two factors;
1) all the filters were replaced after the repair to the oil filter body
2) this year 63 has been operating for longer periods at full working temperatures.
The radiator fan has worked on the hottest days but normally the loco hovers just under the temperature required to turn the fan.
The extra mileage 63 has done this year (over 1,000) has meant the VMI inspections have been increased on the parts where this e xtra mileage needs to be checked, i.e. wheels, brakes and under frame. There was a need to adjust a brake block to prevent flanging in the summer but otherwise all has been ok.
An additional check of the control cubicles was carried out on 2nd December, also required due to the extra running. All contactor tips were dressed and a general check/clean was carried out. The load regulator exam was also completed.
ETH work has started, and the field windings are being cleaned. Resistance was very low but is becoming higher with cleaning and we still have to complete this task. All 20 of our ETH brush holders were cleaned and the best 10 selected for fitting. The brush collection cable is being cleaned up which will then be fitted back into the loco ETH generator. We’ve been trying to check the ETH voltage regulator as there seems to be 2 different types (we have both) but it seems that no one in Class 33 preservation has an internal circuit diagram, so the spare has been taken home in the hopes one can be produced. Two ETH overload relays have been taken away for overhaul and calibration.
More cleaning and painting grey of the inside lower loco wall and floor has been done.
A set of 3 external PVC covers has been ordered so that the loco can be kept drier and warmer over the closed railway period, the idea being if required to be run for testing the central cover over the exhaust can be removed leaving the cabs covered, this being easier than trying remove a single 50′ cover. A couple of batten lights will be put inside for lighting purposes.
The defect we have been suffering with the windscreen wipers where the drivers side no 1 end arm stayed still when it was operated has been attended to. The defect turned out to be the shaft from the motor had worn so much it was not making contact with the knurled driver and so the shaft was just rotating but not moving the arm. A temporary fix has been made. We have brought 4 new arms and blades, but we are still waiting for the new knurled drivers and the wiper motor grease to be delivered from a spares source before we replace the defective parts and service the motor.
33 065 : Is now in the Shed and removal of paint covering the rust has started. There is not as much rot as originally expected. All air inlet meshes have been removed but it’s not clear how the inner grilles are removed. Some roof bolts have been loosened in preparation for its removal to enable us to get to the power unit.
The cab heaters from No2 end have been removed for safe storage to prevent them getting damaged. More of the bolts holding the desk beading have also been removed but some stubborn ones will probably need to be attacked with a drill.
South East Locomotive Group – Key Milestones!
As it’s our 20th Anniversary, it’s an opportune time to reflect back on the evolution and revolution of the group and the key milestones and challenges along the way!
Oct 1991 – The 33046 Fund is established at a meeting at Hither Green formed largely of members of the Class 33 Locomotive Club with an aim to preserve 33046 which had just been released from CEM overhaul at Eastleigh Works for the Civil Engineers sector.
1993 – Visits are made to potential homes for our locomotive. On the list are the Spa Valley Railway, Kent & East Sussex, East Kent Railway, The Lavender Line and St Leonards.
1994 – We chose the East Kent Railway at Shepherdswell and the Group starts to assist the railway in returning to operational running.
1995 – South East Rail Ltd, our operating company is formed. East Kent Railway reopens to the public.
Oct 1995 – We make our first purchase, a support coach – M31148 built at Derby in 1941 and had been residing in the bay platform at Colwyn Bay for a number of years. It moves to the EKR on 29th October.
1997 – Our Supporters Group in launched.
Jan 1998 – 33046 is stored unserviceable at Eastleigh on the 30th January after suffering with heat exchanger and crankshaft problems….it starts to become the donor locomotive for the remaining EWS 7 locomotives.
March 1998 – The Fund purchases shunter 427 ‘The Buffs’ and support coach 395903 on the basis it will be an investment and good experience in terms of maintaining and operating an asset which will stand us in good stead when a Class 33 finally arrives!
May 1998 – The website is launched.
June 1998 – EWS put 33046 on the tender list – its been massively robbed for spares and is in very poor condition. It’s put to the vote and the Group decide not to bid for it.
May 1999 – Despite storing the remaining examples in January 1999, it appears EWS are not looking to dispose of their Cromptons any time soon and contact is made with private Class 33 owners to register interest should they ever wish to sell….
Dec 1999 – With the prospect of owning 33046 vanished, we change our name to South East Locomotive Group at an SGM. In the same month we receive a letter from the owner of 33063 and 33065 saying they are interested in selling not one but two Cromptons!
25 Jan 2000 – What a start to the new century…we become the proud owners of 33063 & 33065.
March 2000 – 33063 and 33065 leave the bus garage in Rainham and arrive at their new homes on the East Kent Railway (33063 on the 17th March and 33065 on the 18th March). 427 is named ‘Royal Engineers’ in a special ceremony at Shepherdswell on 25th March.
July 2000 – 33063 is returned to operational use on 2nd July making its first runs in preservation. It makes it’s public operating debut at the EKR gala on 15th July as the locomotive is transformed into classic BR Blue livery.
2001 – Part Owners Group is launched to assist in attracting new members without the burden of a large back payment.
July 2001 – 33065 is successfully restarted and makes its first runs under its own power in a short test run to Shepherdswell crossing.
Sept 2001 – 33065 makes its first public operation at the Class 33 gala including a run in multiple with 33063..was this a first in Class 33 preservation?
2002 – 33065 transformed into BR Blue named livery with white roof and red buffer beams.
July 2003 – 33063 now transformed to 6583, leaves the EKR for a short term visit to the Spa Valley Railway starring at the Diesel gala in August…it would never return as the Group forges excellent relations with the railway which can offer better maintenance and operating options.
July 2004 – 33065 departs EKR for a visit to the Kent & East Sussex Railway where it is reunited with fellow HG/SL loco, 33052 ‘Ashford’. It then moves on to the Spa Valley Railway for an initial short term visit…again, it does not return to the EKR.
Feb 2005 – 33063 visits EWS Temple Mills for tyre turning. On return to the Spa Valley Railway, the locomotive is taken out of traffic for extensive bodywork repairs and exciting plans to name the locomotive later in the year are hatched.
Sep 2005 – 33063 is named ‘RJ Mitchell – Designer of the Spitfire’ at Tunbridge Wells West on 3rd September in a superb ceremony and gala day which sees 3 flight pasts by a Spitfire and coverage from the local ITV news team. 33063 is outshopped in Railfreight Construction livery.
Feb 2007 – 33063 is planned to make visits to both the Nene Valley Railway and Mid Norfolk Railway diesel galas in March but suffers a traction motor failure…fortunately the benefit of having 2 operational Class 33’s is illustrated as 33065 substitutes.
March 2007 – 33065 performs superbly at both the Nene Valley Railway and Mid Norfolk Railway diesel gala breaking new ground for the Class.
Oct 2007 – 33063 returns following repairs and takes its place at the Nene Valley Railway October diesel gala – performs faultlessly
Dec 2009 – 33065 withdrawn from traffic pending full overhaul – our biggest challenge to date.
Dec 2010 – 33063 taken out of traffic for bodywork restoration and a repaint.
April 2011 – 33063 outshopped in unbranded Railfreight two tone grey.
August 2011 – 33063 fully outshopped in Railfreight General livery with bodywork restoration complete, in time to star at the annual August diesel gala. 33065 is moved into the shed at Tunbridge Wells West and the overhaul can start in earnest!
After many, many manhours of hard work, 33063 successfully re-emerged into traffic on 6th April 2011 resplendent in BR Railfreight two-tone grey (without sub sector decals) following a successful test run on 6th April, and the loco returned to full operation on Sunday 10th April, operating 3 top and tail trips between Eridge and Tunbridge Wells West before 3 round trips to Groombridge in the evening.
For 3 hard months, work has focussed on bringing 063 successfully out of winter store with work on the traction motors, batteries and brakes alongside the bodywork and repainting process hampered by the weather on many occasion…and all of this taking place alongside crew training for the Eridge re-opening!
Now back in service, the new Traction Motor has settled down and the Motac and bearing oils are staying where they should be i.e. in the gearcase and bearing keeps.
33 063 is running and looks well and has received many favourable comments from the Public when on show at Eridge. Many cab visits have been made from Dads with Sons and Mums with daughters.
The ‘lets care for our batteries ‘ starting routine (using shed air to pump up when cold instead of running the batteries down on the compressor) seems to be working well. 33 063 gets shut down and started as required at Eridge as she keeps more than enough air in her during the layovers.
Starting when hot is a joy to hear and observe. The oil is thin so you have to crank for long enough to build the oil pressure up from the engine oil pump which then opens the governor fuel servo which in turn opens the fuel racks. The racks open slowly as she is cranking at near tick over speed that the engine starts very quietly and smoothly, no ‘histrionics’ like an EE volcano start or any need to go yanking on the fuel racks and spit out black smoke everywhere.
We have plenty of oil pressure when hot and running at tick over speed which usually means the bearing clearances are good and the wax stat on the radiator hydrostatic system is working well keeping the engine hot but not too hot.
Mileage since April/11 is now over the 800 mark which must make 063 one of the best used 33s in the country. Fuel consumption is just under a gallon per mile including all shunting, goods trains and driver experience days.
The future plan is to stop her in July for finishing the paintwork, cab heaters and air tank inspection. We also need to do some VMI checks (formalised + recorded inspections – see NL 56 for a brief explan.) as it is difficult to get hold of her to do these at the moment with the loco being in use every weekend and the mileage building faster than before.
The old Traction Motor has been cleaned, armature balance, comm skimmed, new bearings fitted and returned. The burnt out motor we have is to be scrapped, unless anybody has had a good ‘bonus’ last year.
33 065 : The plan is still to start 33 065 after 33 063 has finished her repaint in August.
Vehicle Maintenance Instructions (VMIs) have been introduced on 33063, the aim of which is to ensures that all safety systems and certain electrical, control and mechanical systems are covered and measured against certain specifications for each system and sub system every year. This work is carried out, records made, fault sheets raised where necessary and completed. The VMI methodology was trialed for the braking system and certain electrical and mechanical elements. It proved its worth almost immediately as it showed the Vacuum system was not retaining vacuum for the specified time when the exhauster was switched off. In other words we had a leak.
Close inspection of the hose rubbers showed they could do with replacing but by a process of elimination suspicion homed in on the Gresham’s and Craven snifter valve which limits the vacuum to 21″. Sure enough, the rubber valve on this was hardened. After turning the amount of spring pressure needed to keep this valve operating at 21″ was reduced by no less than 5 turns.
Other VMI sheets have seen the engine running at full engine revs and the control gear motor to full weak field just as she would have been at 85mph on the main line. All operated exactly as specified.
Non VMI ‘faults’ attended to in this period have been:
Exhauster oil leak feed pipe repaired
Hydrostatic union leaks repaired
Radiator float level indicator changed for cork float
Governor oil seals replaced. Instead of making a special size up from a thicker O ring the old dodge of using two O rings in the same groove was used with excellent results.
Main reservoir air leaks tightened
Ammeter cable repaired after it snagged and was broken
Main Geny comm. and Aux geny comm. areas cleaned down
Main Geny brushes checked and measured
EHT relays cleaned and checked, ETH cabinets internally painted
Aux air reservoir drain valve changed for overhauled spare to stop leak
At the time of writing we have minus temperatures but 33063 is still on Santa standby and has been run. Antifreeze protection is to -16C and it helps we do not run her with full radiator system to the vents but as Sulzer intended with the radiator elements drained down into the header tanks when not operating and the hydrostatic fan control works so we do not cool the radiator water in cold conditions. We have a problem with old wiring on the starting circuits which are being investigated. Cranking speed is good even in the cold but we have a case of missing/low control volts somewhere in the old wiring.
Imminent Plans for 33063…….
The Spa has just completed the first lift of their new jacks inside the shed. Very impressive, the Jinty went up; centre wheels rolled out and back down in less than an hour. All agreed there is plenty of space on the shed roof girders for 63 to be lifted so the plan is in last half of Jan/11 she will be lifted and the TM changed. To do this we are having two new lifting brackets made and all four brackets certified. SHE WILL REMAIN IN THE SHED FOR FEB/EARLY MARCH for preventative repaint and minor fabric repairs. Th should help to keep her in good shape whilst 065 is worked on.
Other planned work over this period…..
Air Receiver Inspection
Cab Heaters
Control Cubicle Clean
33 065 : nothing to report, “boxed up” for the winter.
The triple pump still has the annoying drip from seal when stationary but no drip when running. When checked, the bedplate drain sump had approx 1 gall of antifreeze and 2/3 galls of oil drain out, so the drip is of the nuisance type!
The Governor leak was a semi success; the output fork was redressed onto the shaft so that it can be removed easily as required, next time. The new ‘O’ rings did not feel a tight nip on the shaft either in metric or imperial form so it was not surprising they leak when the oil is hot and thin. To be tried next is larger and thicker diameter ‘O’ rings, cut down to diameter and superglued together. This was standard practice for some companies in order not to stock thousands of different size ‘O’ rings, so this has precedence in industry.
No 1 cylinder head rocker box lid has a leaking gasket which requires new rubber. To be obtained to fix this and other leaks as they occur.
A sander has been changed out, rendering all 8 sanders in working condition.
Tickover revs have been confirmed with digital tachometer.
The only ‘failure’ we have had in this news was the failure of the spring in the air motor cylinder M that returns the main contactor operating shaft to off (and allows the starting circuit to turn the engine). This spring operates every time the contactors open and close so even during a preparation test from both cabs, it flexes 6 times. Over its life it must have flexed 100,000s of times. For now, 63 has the spring donated from 065.
The radiator gauge float seems to have developed a leak/fault as the radiators now indicate they are almost dry. On 15th July the driver was confronted with an empty indicator. The sump had not increased so there was no water in there, no extra water in the bedplate or on the shed road. When attempting to top up the tanks, these were found to be ok, so it was the gauge. The plan is to change the float before the Gala.
The much anticipated traction motor change, planned for this autumn, has been overtaken somewhat by the railway purchasing four Matterson 25t lifting jacks. It is proposed to delay the ‘lift’ until the jacks are available for use as this will allow a much quicker and safer job. We should be able to change a TM over one weekend.
Other ongoing projects for 063 include checking tappets, maybe No1 cylinder head gasket, governor oil leak, main res/control air reducer valve and loking to get the ETH operational.
On the electrical side, the electrical cubicle has been checked and one or two contacts may require dressing, soon. An intermittent problem with wheel slip in the dry has developed, but functions as it should do if wheelslip does occur, so not overly concerned but wil be added to the to-do list.
A look is being taken at re-instating the ETH bits for 33 063. Positive and Negative brush ring cables need some new cable (current project to strip old cable and obtain cable then repair).
We are also looking at replacing the RCR voltage resistors, a replacement is in-hand.
In addition, some machine brushes will be renewed in the near future while the re-fitting of cab heaters is on the cards.
33 065 : was started up in June on 4 cylinders, after batteries checked and charged to half. Checked and put a further 3 cylinders back on line but no. 7 cylinder dead as before.
Brake system responded well and worked brakes.
Power taken forwards and reverse. EHT speed relay still speeds up engine on tickover and reduces revs to tickover once power is selected.
Distilled details, as released in Newsletters 54 & 53 of 2009/10
33 063 : There can only be one subject for this newsletter – 63s Triple Pump
During the Autumn it became apparent that the earth fault trips located under the drivers desks were tripping as soon as the control was moved from Off to Engine Only. Whilst we had had intermittent tripping before the trip appeared to be getting more regular. Attempted were made to check out the various cables / motors and brushes without positive result but it did allow better understanding of the circuits on this particular aspect of the loco.
However, after a driving training day, it was decided to recheck the Triple pump motor brushes, whereupon a tell tale line of solder on the brush inspection cover was found. If the motor was not the cause of the earth, it was certainly not well, so the loco was declared ‘failed’ and not for further use.
With no spare triple pump motor, an approach was made to Dowding and Mills of Stratford for a price to investigate, and report. The motor was then removed and split from the water pump and oil pumps. A new seal was ordered before the motor being delivered to Dowdings. The motor was stripped, where it was found that two armature windings were open circuit and the motor bearing had been bodged the last time the motor had been repaired (not known when). Trouble was this motor has bar windings and thus would need hand rewinding. This together with the bearing housing repair would require many hours of repairs – not cheap. A good quote was negotiated and repairs sanctioned.
Meantime our mechanical guru cleaned and painted both the removed pumps and our spare pump housings. The repaired motor was reinstated and connected up, yes it ran sweetly and in the correct direction but horrors, the earth trip still tripped. Out with the meggers again and we found one cable intermittently down to earth where the cable ran in the flexible conduit. The insulation was completed cracked around in several places. It was decided to rewire completely so new BR spec cable was ordered and fitted. These few words hide a great deal of effort in getting the old cables out and new ones in. The positive cable runs to the main electrical cubicle via the floor trunking and the negative to the No1 resistor bank on the roof. Advice from other groups suggested we rerun in a new route forward of the radiators instead running to the original route, advice which was followed gratefully. We bought a new crimping tool and new lugs were used throughout.
All cabled up and guess what, the damn trips still popped at once. So every single cable on this part of the engine run circuit had to be disconnected and megered out. The problem remained until the last cable was tested on the neg return bar in the electrical cubicle and it turned out to be – the cooker element.
A weekend was spent putting the pumps with new water seal back on, after a member had cleaned and painted the bedplate in the pump area.
Finally antifreeze was pumped back in, the engine was barred over a coupe of revs. We started the triple pump and watched the pressures rise on the water and oil. A few tightens on the clips and all was water and oil tight. A fuel pipe was cracked open a tad on no.8 and full inlet pressure was found. So we pumped the air up with the compressor and pushed the button. She started on the second turn, and was a bit lumpy to begin with but that was due to very cold oil in the governor and a bit of play in the fuel linkages.
At the time of writing we still have a couple of slack adjusters to replace, the cabs need a very good clean and we need to top up the radiator water a touch. The paperwork needs writing up, which is not particularly exciting but in this day and age needs to be done.
The bogie lift has been further delayed while jacking components and fittings are sourced.
33 065 : No report
33 063 : A tale of one step forward and one step backward during summer 2009.
Due to AWS fittings at No2 end not being easily removed, this lift for cleaning had to be a lot higher than the lift for No 1 bogie last year. Prudence dictated we should just raise the loco keeping the bogie under frame at that end, however we still removed masses of caked on dirt, followed by touch up painting. Brake block slack adjusters were also freed off and new bellows fitted. No 4-axle drivers side brake block was flanging so some of the group re-bushed brake linkages were used to restore alignment of the block.
However no sooner was 33063 restored to service, an earth fault appeared on No 1 motor so it was back to lifting again. When the lift was attempted, there was concern for a level lift so it was decided to postpone the lift until such time hydraulic jacks, brackets and designated packing kits for each end are sourced and available. These will be necessary for 065’s lift when the overhaul is attempted.
Some compensation was felt after this setback in that a slack adjuster on this bogie was freed off with another new bellows fitted. All the other TMs have excellent resistance readings and even with a requested 1,500amp load restriction from drivers on the three remaining TMs, excellent performance was seen and heard at the summer diesel gala.
Internally progress has seen all cylinder heads, and turbo exhaust now in aluminium grey. Further tracing of the intermittent control earth fault will be undertaken over the winter. An earth fault on the triple pump was discovered recently but another one is suspected.
It is planned to lift the loco in the spring (2010) to change No1 TM using the new lifting process.
33 065 : The locomotive has been run up over the summer several times and she has moved around the year under her own power to keep mechanical equipment lubricated and exercised and current flowing through the electrics. Permission has been given for shed access which is due early in 2010 and a three-year work program is under development.
Tweaked Details, as released in Newsletters 52 & 51 of 2009
33 063 : Some problems were encountered on the bogie lift, primarily due to the uneven surface on road 4. In essence, the pivot moved and we could not put her down without the use of swivel jacks. So after that we put her on blocks so the centre casting was just inside the pivot.
We encountered a further problem in that the end we have up in the air was the AWS magnet end and needed a higher lift to clear the magnet than the other end. This was thought not prudent with the uneven ground.
Having got her settled, the bearing centre keeps were inspected and wadding removed. There was no indication of damage in the journals nor white metal swarf in the bottom of the oil sumps so it was decided to leave bearings as they are. Gearboxes inspected and no damage noted.
Three brake blocks were noted to be flanging so we changed one for new pins, shackles and links as necessary, one side was found to be bent. The others were then changed on wheelset 4. We have one more flanged block to do on wheelset 2 but that will be later in the summer (09).
Attention turned to the first seized slack adjuster; it was freed off and replaced with new bellows. This looked pretty good such that all bellows are being replaced and adjusters freed off and lubricate as required.
With Traction Motor vents covered up, much muck has been bashed and washed off the bogie, pipework and air reservoirs, thanks to those who lent a hand on this dirty job. We have yet to get the paint out but I think we are not far off.
Inside, the air governor has been changed for a new one, having re-calibrated it from an E18 to E28 specification. Nothing is easy, the new switch lugs are different so they had to be persuaded to lean over at 90 degrees to get a fit.
The leaking air pipe has been brazed, painted and refitted.
A cross over leak on the main brake pipe from main reservoir has been looked into; this is hoped to be one of the exhaust valves which has been found in other preserved 33s. Unions have been loosened off for easy removal, while the control air drip cup off will be removed at the same time as the lid is seized solid on the body.
The locomotive successfully passed a loaded and light engine test run on Wednesday 1st July and can now re-enter traffic.
After a light engine run to Groombridge and back we were asked to take the ‘T’ stock to Groombridge, shunt and bring back the Thumper to T.Wells as part of the road testing. This was done, with all the work on the bogies and air brake system working well. Even on a 30+ degree C day, it was not until we got back to TWW with the thumper that the engine had worked enough to reach 165F and the fan started to turn – another check item ticked off.
Following the test run, the opportunity to merge the motor circuits was taken and disappointingly on No 1 TM, the circuit from cubicle to motor and return to cubicle was ‘flat’. So No 1 TM is now isolated until we can separate cables from motor and find where the low insulation is in this circuit.
Elsewhere, the annual electrical exam was started on Saturday (06/06/09) which turned up a few problems: all contactor tips cleaned and dressed, one pair on the Start contactor renewed (need to check that they knuckle ok with air applied).
Generally reasonably clean in the electrical cubicles but will have to source a new RCR resistor ‘soon as’, the tube former is gradually disintegrating (as happened to 065) so will get two when sourced.
Found a problem in the fuse section in that there were signs of discolouration around the compressor fuse, closer inspection revealed that it was not seated tight against the terminals and had got hot and thereby welding the wing nut to its thread, which snapped when trying to remove the wing nut. We managed to remove the stud and bring home for the stud to be replaced which has now been done.
Various termination boxes checked ok.
33 065 : No change since the last report although the locomotive was last run in May and the brake systems were exercised.
33 063 : The hydrostatic tank level appears to have a mind of its own looking at the drivers check sheets. Oil consumption does not appear to relate to any usage pattern at the moment. Until we do see a pattern there is reluctance to investigate further by spending time taking the driven pump out. Governor casing oil leaks remain as before.
Main Reservoir SV has been checked and reset to 115psi. This has stopped the annoying lifting as pressure rose to the cut out value of 110psi.
Several leaking taper drain cocks were drawn and lapped in, whilst FV3, air pipe under the desk and sander all remain on the ‘to do’ list.
A bogie lift is programmed for 14th/15th February/09 to check bearings, clean and paint under frame and bogie frame. Hopefully, we will have time to check the brake pins and wear. Traction motors have been disconnected in readiness for the lift.
Keeping the radiator water level in the loco to the Sulzer specification rather than the fill and spill of BR days has paid off over the very cold weather (winter 08/09). With the radiator elements now dry when stopped we avoided any freeze up problems there and by looking at the water tank gauge you can see immediately if any leakage does appear when stopped or when running.
Two cylinder head cover rubbers were re-adjusted
The air compressor drip eliminator trap was overhauled and one stud replaced. A healthly discharge of water can now be bled off from the freed-off drain taper cock underneath the trap, sadly all over the floor plates as no pipe was ever fitted to lead this condensate away. This was a 6-monthly open up and inspection routine according to the maintenance manuals but judging by the siezed cover lid I suspect only the works ever opened these up. The control air eliminator trap remains to be done but the lid is firmly seized on this one. Fox wedges will be required to open up that trap.
The air governor failed which is the safety protection for the air brakes (power is removed if air pressure falls too far). A different one has been obtained so this needs to be fitted , adjusted and proven.
The air inlet manifold connection rubber was cleaned up but the oil drip is still there.
We have hopefully cured the long standing wheelslip fault after some advice following a similar fault with 33207, after a visit to the works in 1977! The fault identified were 2 wires transposed on the WSRS relay causing a short when the relay changed from picked to dropped. Always easy when you get told the fix!
063 has just recently started to trip the earth fault relay so further investigation is required on that front.
A new pressure switch has been obtained for air brake pipe governor.
33 065 : Still starts on 5 cylinders but sounds very rough and is smokey. More faults have appeared namely the oil pressure safety cut out operates on start up as the governor hunts due to being cold and as we only have 5 cylinders firing, the revs are very rough at first. Also, she was still cutting out after starting. Investigating the sound of an air leak from the main electrical cubicle panel, it was found the air pressure contractor relay was leaking so the rate of air leaking out exceeds the rate at which control air enters when you only have around 60 psi in the main reservoir and relay M operates. This shuts down the run relay on the governor and the engine stops. If you pump the main reservoir up to full pressure then she will continue to run after starting.
33 063 : the locomotive has generally been reliable and a good starter. The occasional wheelslip fault pops up, causing the power unit shutdown.
The air system valve TM7 has been changed for a spare and the loss of air stopped. The old valve rubber seals were badly worn. The air pipe leak under drivers desk has been reduced but not fixed completely.
On going maintenance on 063 has included lubrication (grease nipples have been fitted to the brake slack adjusters),electrical checks as per maintenance sheets.
Photos of the underside of the cab desks have given a better idea of the fitment of the teleflex cable for the Fv3 brake valve (065 is disconnected at one end).
A few faults have come to light and a couple of known items under watch have got a little worse, the state of play being:
- The hydrostatic oil loss has not improved, the oil header tank requiring topping up at intervals. This item has now got to the stage where we need to look at the pump drive shaft seal over the winter (2008/9)
- Governor casing and jackshaft o-rings leakage not improving and we needs a reseal.
- Air system leaks to reduce by:
Main reservoir SV reset
Taper drain cocks lap in
Train brake valves FV3 overhaul in both cabs
Permanent repair to Air Pipe under driver’s desk. - Remaining sander to get working
- Bogie to lift, clean and repaint, including attention if possible to brake rigging
- Oil Drip tray to complete
- cab heaters still to be refitted and sticking vac gauge to change Items under Watch…….
- Slight leakage from the jacket water pump gland seal when stopped. This indicates some scoring of the mechanical seal, but unless the seal starts dripping when running it, only a ‘watch’ item for now.
- Crankcase door gaskets are hardened and to stop the leaks on both sides we need to either buy a preformed gasket or cut one out from a blank sheet (time consuming).
- Cylinder head cover rubbers to re-adjust as required (Nol and No5 done over the summer/08)
- Air inlet manifold connection to reseal
33 065 : Stopped from general use and in mobile storage. Still starting on 5 cylinders to reduce smoke which she does quite happily. Now run around the yard as required monthly to keep fluids circulating, batteries charged and diaphragms etc flexing.
N/L 49 33 063 : After the blood sweat and tears of the summer(07) to get 63 ready for the Nene Valley, no real concerns have arisen for mechanically and 63 has continued to improve internally since the last newsletter (48). With the help of group members, the following achievements can be recorded:- - Cleaning of engine and painting of pipe systems in bespoke fluid colour paints.
- Internal guttering repairs
- Painting handrails in black
- Cleaning of floor plates by removing them and steam cleaning years of gunk off.
- The traction motor blower grilles have been removed, painted black and the fan entrance volute painted gloss white on both sides.
- Paint removed from small labels to expose brass finish.
- More debris removed around exhausters (one day all the muck must stop reappearing in this area).
- Both battery banks replaced. Just four words but no small task. However with good management and care these should now last for many years to come if we keep the charge up.
- Field Resistor wiring terminals cleaned as part of cleaning housing.
- Inside of turbo-charger filter box cleaned. This has come up as new.
- New headlight and blind box cable run in between cabs. Old cable was tripping MCB as soon as main Battery Isolator was made, indicating a blown trapped cable somewhere.
- Spare brake valves have been serviced.On the electrical side, we have tried with not much success to locate the ongoing Earth fault that we have (a tale of 2 steps forward and 3 back comes to mind).Too many back feeds for the negatives (not shown on diagrams) but still learning as we go.We managed to locate a new fault with the headlights as a wire that runs from one cab to the other cab. This was replaced.
- Electrical checks carried out as per above. If we can keep on top of these should hopefully allow more time to be able to concentrate on 065 when the time comes to rebuild her.
- The lighting changeover switch has also been renewed with the replacement part coming from Holland!Further work for this year includes the refitting of cab heaters and eventually we have to tackle the second bogie!
33 065 : The old girl has just been kept serviceable during the period of this report. A couple of items to note……..
We assessed all the batteries and replaced the worst cells with the best of the cells from the removed set from 63. Keeping the batteries on charge since then seems to have brought the banks up quite well with good cranking amps and the charge current reduces to one or two amps. If we keep the banks trickle charged during the overhaul then they should be serviceable for some time.
During the winter we noticed the stack smoke was deteriorating. 65 was used for the SVR AGM train and I asked for the engine to be ‘worked’ on the return in order to see if the smoky cylinders would start firing when hot. All that happened is the engine room disappeared in oil and smoke as well as clouds pouring out from the stack and I nearly got asphyxiated as I tried to see which cylinders were firing or not. Not very good unless you are a Clag monster but at least I confirmed from the temperatures that cylinders 4,5, and especially 7 were not doing much work. All the fuel was either vaporizing into white or washing the oil off the liners and piston rings and diluting the lube oil. So, since then we have been starting 65 up with cylinders 4,5 and 7 cut out. Result – no smoke after just 2 minutes even in freezing conditions. She sounds odd, rather like a strangled 24/25 but that is due to the missing pulses onto the turbo charger. With the Holset damper on the crank and the light loads this is a lot less harmful than letting unburnt fuel scuff the liners.
On the electrical side, the RCR voltage resistor finally packed in and once the spare was found, this was changed. Efforts were being made to source some new spares but these seem to ‘cost’ because of the quantites that we need but will keep on trying.
Placed on 2xth April 2008
Summarised Details as released in our July/07 and Jan/08
Newsletters (#47 & #48 resp.)
The Return of 33 063 : It was a close call but at 1600hrs on Wednesday 3rd October, 33 063 complete with replacement traction motors and fresh from 25 successful miles of staged test running, was loaded onto the low loader ready for transportation to Wansford at the Nene Valley Railway. The committed team of members and supporters who have worked tirelessly over the summer breathed a collective sigh of relief and for the first time began to look forward to an enjoyable weekend at the Nene Valley Railway where our flagship locomotive would follow in the tracks of 33 065 and stretch its legs over the 7 mile line.
Here are some links to photos and videos covering the Nene’s October 2007 Gala (these open in new browsers]
Preserved Diesels Youtube clips (1) (2) (3)
The work undertaken by the Group since the catastrophic failure in February which would have seen many locomotives out for years, and particularly since the bogie lift at the end of June has been nothing short of phenomenal. As well as addressing the small matter of fitting two replacement traction motors, the opportunity was also taken to work on the bearings and clean/prepare and paint the areas you normally cannot get near!
Week commencing 1st October saw the locomotive lowered back onto the repaired bogie and the first tentative test runs to High Rocks at low speeds. Gradually the speed and mileage was increased with continual checks on the bearings for overheating. Thankfully all proved well and we could give the green light to the journey to the Nene Valley Railway.
Hopefully, those that travelled to the Nene Valley Railway to see 33 063 in action will have concluded that all their efforts were worth it as the locomotive put in a faultless performance across the two days where it completed 5 round trips either solo, or with 47 270 or fellow construction liveried 31 271. The sight and sound of 33 063 was greatly admired by all who attended and as with 33 065 earlier in the year, its attendance and performance could do harm to the group’s profile.
After a very successful weekend, 33 063 immediately returned to Tunbridge Wells on Monday 8th October and took part in the very successful October Mixed Traction Gala on 21st/22nd October.
Since then, further work has continued, investigating hydrostatic oil loss, further electrical work and other cosmetic jobs in order that the locomotive is in the best condition before we withdraw 33 065 for its long deserved overhaul.
Work is now also starting on repairing the defective traction motors ex 33 063…something else to keep our dedicated team very busy over the winter months!
33 065 : Whilst much of our attention has been focussed on returning 33 063 to traffic, 33 065 has continued to fly the operational flag at the Spa Valley Railway. Once all outstanding work has been completed on 33 063, 33 065 will be withdrawn from traffic for its overhaul. This should mean that its last booked duties following the Mixed Traction Gala on 21st/22nd October will be this winter leading up to end of season Santa Specials in December.
47 July 2007
33065 – The 2007 UK Tour Part 2 : Following its successful appearance at the Mid Norfolk Railway diesel gala in March 2007, 33 065 then undertook a series of additional operating days at the railway throughout March and early April as detailed in the previous newsletter. A particular highlight was the SELG charter day on 30th March, which saw a good turnout enjoy 3 round trips along the line. The opportunity was taken to hold several photo stops throughout the day including a ‘drive past’ at the normally out of bounds Hardingham.
With its duties complete, 33 065 returned home following the Easter weekend, leaving Dereham on Wednesday 11th April and being unloaded at the West the following day. It was soon completing its first duties back on the Spa Valley with the fish and chip specials following our AGM on Saturday 14th April.
Locomotive Reports
33 063 The major news regarding 33 063 is that the bogie with the defective traction motors has now been removed following a successful lift at Tunbridge Wells West on a very wet Saturday 30th June (this followed a successful trial lift the previous weekend). The locomotive is now currently on jacks over the outside inspection road whilst the defective traction motors are replaced (to eventually be sent for overhaul). While the locomotive is in this position, we intend to take advantage and pay those areas that are usually extremely difficult to access, some attention.
In addition, much effort has been made since the last newsletter on steam cleaning off floor plates, thanks to quite a few in the group. Otherwise Engine Room painting has continued along with digging out the crud around and under the exhausters.
A happy afternoon was had literally digging out the radiator element drains, each element bottom casting and holding bolts are now exposed as they should be instead of under 40 years of muck. Good news is they came up quite well in good condition. Also cleaned and proved by rod and hosepipe were the drains from the radiators. The roof gutter drains received attention, too.
The radiator access doors seals were perished so these have been cleaned off. 3mm thick new seals have been obtained but the doors and frames are warped and 3 mm turned out not to be enough so now we have a roll of 10mm thick sponge rubber to cut and fit, in stores. This will stop the rain getting in through these doors.
A defective fire extinguisher firing mechanism has been changed and the resistance covers have been painted and resistors cleaned. More work is required on the load reg resistors, though.
Other works planned includes:-
Paint on the floor /wall joint inside
Repair with GF the guttering
Ensure any bedplate holes do not drain water over the new second hand traction motors
Ensure any water from around the radiators drains through the segmental compartments into
the main engine bedplate drain
Finish second coat pipework paint
Drill out pop riveted floor plates, steam clean off and re-rivet back.
33 065 : is still running well in service although no. 7 cylinder head is not getting any better – poor combustion when engine is cold.
Placed on 28th June 2007
Summarised Details as released in our April 2007 Newsletter (#46)
(note that these newsletter items were written around mid-March/07)
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“.
Click on the thumbnails below to open up the full-size ‘Pres-Des’ pages.
Click HERE to view in a new browser.
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)
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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.
Working Party 11th March 2007
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).
Placed on 22nd Feb.2007
Summarised Details as released in our December 2006 Newsletter (#45)
33 063 (R.J.Mitchell) : much work has continued on the cleaning and painting of the engine room of 33 063.
33063 pictured in soft sunshine with the late running 11:36 from Birchden on the short climb at Ramslye (on the approaches to Tunbridge Wells West). Spa VR October Diesel Gala, Fri. 27/10/06, photo B.Thomas
All walls and pipes were covered in a carbon film accumulated over many years, which is stuck on and takes quite a bit of softening with ‘gunk’ or spirits to remove with a cloth. Several people have helped with this to the extent that apart from areas behind the brake valves and the roof mounted resistors etc., most walls and pipes are now a lot brighter and showing actual BR grey/green paint.
We have also had a good go at the rooflights and doubled the amount of light coming in. This, together with the more reflective areas on the surfaces from which the carbon has been removed, means the engine now looks a lot brighter inside in the day light. The rooflights over the exhaust are/were more difficult to clean as the extra heat here has ‘baked’ the soot on and browned the glass fibre, over the years.
Pipework is also begining to appear in its specific colours and the lube oil safety valve appeared out of the crud with its pipes in existing salmon pink instead of oil sludge black.
All water jacket flexible hoses have been replaced with brand new silicon blue hose (pictured left) with the exception of the inaccessible ones over the radiator elements and the jacket header tank to radiator top hose. To change this one we would need to remove the adjoining pipe which would disturb the thermostat wax element which is not ideal.
To test the power unit cooling, the radiator grills were blanked off and the loco run up at around 600 RPM to get her up to full working temperature see if the stat was working. The new thermometer gauge was just below indicated 165C when the fan slowly started to rotate rapidly, increasing to full speed by 170C – almost spot on by the figures in the book. We have also carried out a oil ‘leak off’ test on the hydro oil cooling pump at full revs. Reassuringly, only about half a litre of oil was measured over 1 minute at 750 RPM, indicating the pump is well within the wear tolerances given in the manual (another job not to have to do).
Other work has been to fix a couple of leaks on the pipework of the gauge board, and put the antifreeze in. The gauge boards covers have been taken ‘home’ to really clean down to the brass and finish off in gloss paint.
On the electrical front, it’s hopeful the negative earth fault on the locomotive has been located (one of the cab heater wires that was removed during the cab refurbishment is shorting to earth, somewhere yet to be located).
Planned work over Christmas and New Year is to carry on with the cleaning and painting, last job being a good steam clean around the bedplate.
33 065 (Sealion) : work on 65 has just been keeping her run up now and then and monitoring any new defects. She really smokes on cold start up which indicates suspect combustion/compression. It may be a case of having all the heads off when the overhaul is underway.
Although 65 is withdrawn it’s planned to keep running her up now and then to keep things working as far as possible.
Placed on 3rd January 2007
Summarised Details as released in our October 2006 Newsletter
33 063 (R.J.Mitchell) : The floating end ‘O’ rings on oil heat exchangers become hard over time so we sourced some new ones and changed these over one day. The effort in getting the sizes paid off in the end, as they were had for significantly less than if we’d stuck with the original supplier. The tube bundle was in generally quite good condition, only a few tubes were blocked with calcium deposits so it was not necessary to withdraw the complete bundle for inspection.
Radiator Tank : The gauge has tended to stick and has been removed twice to free it up. This is a simple mechanical device with the float driving a cog wheel so any debris will stop the movement. The internal condition of the tank was best described as medium with large corrosion blisters on the bottom. At some stage it will be necessary to do what the Bo’ness guys have done on their 26/27 and renew the tanks.
Gauges : the paint has been lifted off the gauge board and ‘brassed’ up together with any brass rimmed gauge in the cabs. It does look a lot better.
33063 : The brass rims on the gauges have been revealed after the removal of several layers of B.R.- applied paint, Sat.28th October 2006 [Photo B.Thomas].
Hydrostatic Cooling Oil System : It was reported during the August gala that the header tank was running out of oil and indeed 63 tried to turn herself into a steam engine on one trip as the radiator boiled up. The test valve on the oil pump leak off line was found turned to the wrong position so the pump leak off oil was being forced into the sump rather than return to the header tank. With a leak off rate of up to 0.9 litres per minute at full revs you can see why the fan stopped as the oil ran out.
Electrics : one of our electrical guys has hopefully solved the problem of the engine shutting down when wheel slip occurs. This was diagnosed as HR ‘mushroom’ contacts and distorted arms on the wheel slip relays (33065 also has distorted wheel slip relay arms).
Brushes in Compressor/Blower motor/Triple pump and both exhausters checked for length and are all ok but a couple in blower motor getting to limit.
Planned work over winter : The plan is to paint the pipes in the correct colours and finish the engine room, clean and paint. A slight knock around the No 1 cylinder head area has been looked into. A peek into the crankcase didn’t reveal anything to be visually amiss and the oil analysis is good so it’s thought we don’t have any bearing problems. Investigations continue.
Outside of the engineroom, attention is required to a cab roof radio pod leak, complete the cab floors and think about the guttering.
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ABOVE: 33063 and 33065 in the loop at Tunbridge Wells West during the Spa VR’s Summer Diesel Gala,
5th August 2006 [Photo D.Robinson].
33 065 (Sealion) : The locomotive is fully operational (at the time of writing) but has a number of minor electrical faults which are being looked at together with battery issues. In addition we still need to change a cylinder head later this year. It is likely that the locomotive will be stopped after the 2006 season for lengthy refurbishment.
[N.B. 33065 WAS stopped after the October Gala and is sidelined pending a detailed overhaul; unlikely to reappear again until sometime in 2008].
33065 takes the 12:15 out from Tunbridge Wells West, heading for Groombridge, during the Spa V.R.’s Mainline Diesel Gala, Fri.27th October 2006 [Photo B.Thomas].
Placed on 1st June 2006
Partially Summarised/Amended Details as released in our April 2006 Newsletter
33 063 (R.J.Mitchell) : The locomotive is currently out of traffic whilst various repairs are completed. One new job details fixing some water leaks which have become apparent when adding anti-freeze this winter. As with 065, the batteries are now struggling and need frequent charging and it is likely in the future that we will need to purchase a new set between the two locomotives. The aim is to return the locomotive to traffic during April as the current shortage of available steam locomotives requires the availability of both our locomotives to meet operational requirements [website note – 063 has been very much operational during April/May].
33 065 (Sealion) : The locomotive is fully operational but has a number of minor electrical faults which are being looked at together with battery issues. In addition we still need to change a cylinder head later this year. It is likely that the locomotive will be stopped after the 2006 season for lengthy refurbishment.
Spa Valley Railway Operating Dates : 33 065 will be operating passenger trains on both the forthcoming Thomas events at the railway which take place on 25th/26th March and 1st/2nd April. Due to a shortage of steam locomotives, the intended steam gala on 6th/7th May will now be a mixed traction gala and should feature both our locomotives. This will replace the mixed event on 16th/17th September, which will now become a steam gala. The Spa Valley Railway is once again running real ale trains on Saturday evenings through the high summer which will be diesel hauled and most likely will feature Class 33’s with the occasional use of the Class 73. The annual diesel gala will take place again in August, with the accompanying obligatory heatwave, and feature both locomotives.
Driver Experience Day’s These popular experience days have recommenced in 2006 with a revised price of £325 per day reflecting increased fuel costs and the price for hiring the line and the locomotive for the day. This price is still extremely good value compared with prices charged at other railways for similar days. CLICK HERE to call up the Driver Experience page in a new browser.
Placed on 18th July 2005
Partially Summarised/Amended Details as releasedin our June 2005 Newsletter
33 063 : Following tyre turning at Temple Mills (pictures and coverage of this appeared in Rail, Railway Magazine and Traction – the latter giving a double spread), the locomotive returned to Tunbridge Wells West to commence bodywork restoration. ‘063 has also received a brake block change on return. Bodywork repairs are well underway with a welder being hired to carry out repairs to the first section which involves overlapping metal and welding together. The job has been done so well that we have hired the welder to complete the remaining work on the locomotive which will detail both bodyside sections between the two cab doors, and potentially, some further work on the cab steps. The plan hopefully, is to have completed all restoration and have painted the locomotive in undercoat prior to the August Diesel Gala.
33 065 (Sealion) : The locomotive is running well although it still needs a cylinder head change due a leak found in the non-seated exhaust valve. There is also a problem with the amps, in that it is reluctant to give them up when she has them! A fault within the engine governor is suspected and was due to receive attention in June. The loco will also require re-blocking in the near future and cosmetic attention to it’s paintwork before September 3rd.
Spa Valley Railway Operating Dates : 33065 has operated virtually all the Saturday & Sunday lunchtime diesel turns this year (12.55 departure from Tunbridge Wells West). The diagram expands to include 3 return “Real Ale Trains” on Saturday evenings 30th July, 13th August, 20th August and 27th August. 065 has also stood in at short notice during steam failures to run all services as required!
The annual Diesel Gala will take place on Saturday/Sunday 6th/7th August and as detailed above, we plan to have both 33’s in operation on these dates, with 33063 in undercoat (webnote – although this is still subject to progress of works such that it’s use at the Gala will not jeopardise 063’s completion by the end of August). The “RAT” trains will also feature on the Saturday evening of the diesel gala weekend and of course on September 3rd. The plan is to feature different real ale on each of the Saturday evening services.
As detailed above, in conjunction with the naming of 33 063, Saturday 3rd September will see an intensive Class 33 hauled service with Sunday 4th September a combination of Class 33 and steam hauled services.
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[photo: S.Humphrey, 29/11/05] |
Placed on 5th Dec. 2005
Partially Summarised/Amended Details as released in our Nov. 2005 Newsletter
33 063 (R.J.Mitchell) : The loco was restarted just a little over a week before the naming event. The restart turned out to be very uneventful with 063 bursting back into life with no trouble what’s so ever! Indeed after the attention that had been given to not only the batteries and some electrical wiring, not to mention that the Generator, Compressor and other associated electric motors had been stripped down for cleaning & attention, must surely go to prove that we can tackle these jobs and have learnt how to! New brake blocks have also been fitted on account of the tyre turning which was just as well, the old ones were pretty much worn out and several were severely cracked! A special thank you goes to Jon Nye, chairman of the Spa Valley, who produced the superb bodyside paint job for us and his attention to detail is second to none!
After the naming event, there are still jobs to complete on the loco along with routine maintenance. Cab seats require fitting correctly and internal painting to finish along with cab fittings to re-fit. It is aimed to completely finish this loco before the next seasons running. When this is all completed, attention can be turned to 065.
33 065 (Sealion) : Not much to report except to say that 065 has and still continues to perform very well. Some minor repairs have been carried out also with a couple of cosmetic paint applications. Routine maintenance still needs to be carried out and the loco is well overdue a ‘Full’ exam, not to mention that the cylinder head to number six still needs to be replaced.
The current plan is to continue to run the loco as it is for a further year, with no further refurbishment/painting/expense other than running maintenance. We are aiming to withdraw 065 from service a little after next season finishes and then start an overhaul/refurbishment and re-paint programme to the same standard as for 063, but it will not need to be under so much pressure as with 063!
Spa Valley Railway Operating Dates : The Spa Valley is now closed for passenger trains during November, but will be operating again in December with their Santa Specials. 065 has been requested to run on these trains covering the lunchtime service, but this time running at 1315 on the 10th, 11th, 17th & 18th December. It is reported to be called the Rudolf train and may well be carrying a special headboard and revised nameplates!
Driver Experience Day’s We have completed another successful day on Wed 21st September for a candidate from Lewes. Thanks to all concerned for helping to make the day a success that it was, as usual.
Due to a number of factors, the experience days are currently now suspended until the spring of next year at the earliest. This is mainly due to essential maintenance work to be carried out at the Spa Valley during the closed season and ‘Santa’ workings.
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Placed on 18th July 2005
Partially Summarised/Amended Details as releasedin our June 2005 Newsletter
33 063 : Following tyre turning at Temple Mills (pictures and coverage of this appeared in Rail, Railway Magazine and Traction – the latter giving a double spread), the locomotive returned to Tunbridge Wells West to commence bodywork restoration. ‘063 has also received a brake block change on return. Bodywork repairs are well underway with a welder being hired to carry out repairs to the first section which involves overlapping metal and welding together. The job has been done so well that we have hired the welder to complete the remaining work on the locomotive which will detail both bodyside sections between the two cab doors, and potentially, some further work on the cab steps. The plan hopefully, is to have completed all restoration and have painted the locomotive in undercoat prior to the August Diesel Gala.
33 065 (Sealion) : The locomotive is running well although it still needs a cylinder head change due a leak found in the non-seated exhaust valve. There is also a problem with the amps, in that it is reluctant to give them up when she has them! A fault within the engine governor is suspected and was due to receive attention in June. The loco will also require re-blocking in the near future and cosmetic attention to it’s paintwork before September 3rd.
Spa Valley Railway Operating Dates : 33065 has operated virtually all the Saturday & Sunday lunchtime diesel turns this year (12.55 departure from Tunbridge Wells West). The diagram expands to include 3 return “Real Ale Trains” on Saturday evenings 30th July, 13th August, 20th August and 27th August. 065 has also stood in at short notice during steam failures to run all services as required!
The annual Diesel Gala will take place on Saturday/Sunday 6th/7th August and as detailed above, we plan to have both 33’s in operation on these dates, with 33063 in undercoat (webnote – although this is still subject to progress of works such that it’s use at the Gala will not jeopardise 063’s completion by the end of August). The “RAT” trains will also feature on the Saturday evening of the diesel gala weekend and of course on September 3rd. The plan is to feature different real ale on each of the Saturday evening services.
As detailed above, in conjunction with the naming of 33 063, Saturday 3rd September will see an intensive Class 33 hauled service with Sunday 4th September a combination of Class 33 and steam hauled services.
| 33065 had the privilege of working one of the Spa Valley Railway’s VE Day 60th Anniversary trains on Sunday 8th May. The headboard had been specially prepared for the day and was also carried by the steam turns. The ‘Jinty’ is pictured on the following service. Note ‘065s route indicator showing ’60’. Pictures by C.Smith. | |
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| A few snaps taken just a couple of days ago (17/5) while some of our members spared a little of their valuable time on wiring, grinding, needle-gunning and sanding on 33063 while the welder pressed on with the bodywork! | |
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 The repaired driver’s door step, cab 2. Compare this exact spot with the photo a bit further down, taken 6 weeks before. |
 Yours truly (the Group’s website builder) wielding an air-power needlegun. 12 hours of effort got at least 90% of the bogies and solebar cleaned up on this side of the loco. |
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| Here’s a few photos to illustrate the initial work on 33063 in Tunbridge Wells West shed to get it up to scratch for the naming event later in the year. These were taken on the morning of 2nd April 2005. [Note cab 2 now faces west since it’s little adventure to Temple Mills nearly 2 months earlier]. | |
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 Driver’s door area, cab 2. This rot and another 14ft of oxidised bodywork away to the right will be cut out and new 3mm steel welded in. |
 Cab 2 in a state of disarray. |
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 The Group Treasurer takes to the solebar skirting with an angle grider. It’s not true he’s trying to recoup costs by selling the loco off piece-by-piece on EBay! |
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Partially Summarised/Amended Details as released in our March 2005 Newsletter
33 063 : The locomotive has had its injectors replaced over the winter and was removed to EWS Temple Mills by road on 7th February 2005 for overdue tyre turning, pictured right and below (photo. C.Smith). The locomotive came tantalisingly close to its first mainline run in preservation as the Secretary had the honour of driving the locomotive under its own power at Temple Mills! Tyre turning was completed successfully and the locomotive returned to Tunbridge Wells West by road on 9th February. The locomotive is now inside the shed at Tunbridge Wells West where work has started on the bodywork and other repairs leading up to the proposed naming later this year (details to be released in May). The locomotive will also have its brake blocks changed following tyre turning.
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33 065 : The locomotive is running well although we have a problem with the load regulator at present which we aim to rectify in the near future. The locomotive will hopefully be a regular performer at the Spa Valley this year with the increased diesel diagram on a Saturday which includes a lunchtime round trip and several ‘real ale’ trains in the evening. As with 33063, the locomotive has had its injectors replaced which has somewhat cured its smokiness whilst idling! It also sounds a little sweeter when puling. The locomotive needs a cylinder head change due to a leak found in the non-seated exhaust valve.
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| 33063 was on a special engine and brakevan run for a bridge painting party at Back Lane footbridge, Groombridge, on 24th January 2005. The opportunity was taken to take ’63 for a trundle down Birchden bank where the ‘Crompton’ is pictured at milepost 28½. [photo – S.Moore] |
The bridge had been found recently to be in need of redecking and was one of those jobs that couldn’t be left for another day.