Update from Saturday 13th December. By Ian Robins, Matt Cambourne and Leroy Ford.

A good day today for work progressed on shed in one of our final working days before Christmas.

D7018.  Work to pipe up continues, which is no small job! Oil pressure switches have now been wired in. The Engine Speed Valve has been wired in
along with the water level switches. Water temperate switches for the locomotive have been dug out of store and will be externally repaired or replaced by
new units. Graham was busy cleaning off and painting pipes ready for fitting.

D1661. Ian writes. Analysis of the oil sample taken two weeks ago showed a significant reduction in the viscosity level thus suggesting fuel dilution of the
oil.A typical cause of this can be leakage from either the injector high pressure or spill fuel pipework on the cylinder heads but examination last weekend
with the engine running and rocker covers removed revealed no obvious problems.
Therefore, the fuel injectors themselves are likely to be at fault, these not having been touched since arrival of the loco seven years ago.
So ably assisted by Darren, work has commenced to remove the fuel injectors for overhaul, four of the twelve being removed on Saturday.

D6566.  Ian writes. The bodywork overhaul at CTMS continues apace, more big holes having been made!
The loco received a bit of a “prang” in the corner of No.2 cab, right hand side, some time during the latter part of its BR career.
Up to now this had just been covered with a large amount of filler but investigation at Cranmore has revealed that the corner pillar had been badly
distorted and requires complete cutting out and replacement. Terry was on site last Tuesday and took some pictures of the affected area.

D6575. Ian writes. The loco has seen extensive use on WSR engineering trains of late. A problem with the vacuum brake system was reported in that no
more then 16” of vacuum could be achieved rather than the required 21”. Fortunately this was not adversely affecting operation as most engineering
trains are either unfitted or air braked. I called in at BL where the loco was stabled last Saturday, started the engine and performed some basic checks.
The vacuum problem was confirmed and I established that the exhausters were not at fault and the Air-Vacuum Control Valve seemed to be setting ok.
Other easy solutions such as loose connections on the brake frame were considered and a walk around outside revealed nothing obvious, however, any
slight blows would have been drowned out by the noise of the engine.
So when we get the loco back on depot at WN further investigations will be performed to look for any leaks etc.

D1010. By Leroy. The engine in the loco that has suffered problems was successfully removed on Thursday 11th using a hired in crane.
The new replacement engine is now sat side by side waiting for transfer of different bits and pieces, and the engine room as you can see is in need of a
clean so this is a small amount of time and effort required to achieve cleaning and repainting all of this area to a high standard.
As you can see a lot has already come off the defective engine for transfer, the governor, turbocharger, wiring loom associated with each engine, water
pump and various pipework.  More is due is to come off but its been decided that take bits off in stages as not to overload the tasks of cleaning it all up
and spreading it all around the workshop floor. So as for now there is plenty of things to be carrying on with the engines and loco.

D9518. Work continues to progress well, the cubicle is now out of the loco with further parts being removed to allow the overhaul to progress.