Shed Report up to 23rd May 2013
Apologies once again for the lack of news from Williton on this website recently. A packed domestic programme
has meant no time being available for website admin or updates. This report therefore covers the last four weeks.
20th April Report by Jon Tooke
Following major engine repair, D7017 was driven by H with Jon as Secondman and Cameron as his trainee and
was taken on Saturday from DEPG WN to BL. D6575 was taken along as load/insurance with Graham driving and
Darren in the second seat, as part of the running in testing trials.
This was also a means of getting Mk1 coaching stock to MD for essential emergency attention in the Works.
On the return journey, all was going well with the Hymek on the climb to CH, but Bob C, the travelling fitter,
reported that a coolant leak had been found on one of the main pipes (not one of the parts recently repaired) and
during a booked stop at CH the decision was made to cancel the remainder of the test run and the insurance
Crompton would have to take over.
At WN the Hymek was shunted into the yard and the train continued to MD to dispose of the stock. The remaining
coaches were worked back to BL and stabled in the sidings there. The 33 then ran light back to WN where the
crew got involved with depot duties such as tidying up the yard, digging out months of debris from the flangeways
on the apron.
During the day at WN, Mark spent many hours welding up the badly corroded areas of the Western's cooler
group. Bob and Leroy attended to the errant Hymek and D7017 is now repaired and hopefully a new date will be
set for another test run.
JC (the other one) and Neil continued the long job of getting the Warship back into ship-shape condition and
Gordon and Leroy (when not involved in other stuff) continued with the Western's long worklist.
On Sunday many DEPG members attended a training seminar at BL for a practical and theory session on
shunting and rules and regs which also saw steam crews present. A good light-hearted but nonetheless serious
business was dealt with in a memorable way that should help to avoid any incidents as those that have befallen
other heritage lines recently.
23rd April Report by Ian
We have been sent these three pictures of the St. Georges Day QB special by Peter Nicholson, Classic Traction
editor of The Railway Magazine, who was on the train.
21st May Report by Ian
The dipstick oil level on D6566 was checked first thing on Saturday and it had not changed from the previous
Sunday, about 3/4 of the way between min and max thus suggesting that no oil had been lost from the sump itself.
This is part of the ongoing investigation into the high level of oil loss from the engine and has now been raised in
importance in view of the proposed overhaul. In order to have one more look around inside the engine for any
potential leak points and also for any other obvious issues, the main crankcase door was removed. Dave, Brad
and Ed assisted me.
It has to be said that everything appeared to be in very good order and it almost seems a shame we are thinking
of dismantling it, but decisions on the extent of the work required are still being thrashed out.
The oil level in the sump was visible through the apertures in the plates at the bottom of the crankcase and was
about half an inch below the plate level.
This confirms my assumption that the maximum mark on the dipstick is basically just below the crankcase at the
top of the sump.
The triple pump was then run for about five minutes and it was confirmed that oil was being issued at all the
necessary points inside the crankcase, the level on the dipstick dropping to approximately minimum whilst the
pump was running.
Following this, the main crankcase door was re-fitted using a new seal from stock in conjunction with engineering
grade RTV as the old seal was falling apart.
The batteries were then put on charge and things left to stand for a few hours so the oil level would recover.
During this time Ed and Brad gave the cabs a spring clean whilst Dave and I did some cleaning of the engine.
When the dipstick was checked again later, it was showing about half way between min and max.
It might come up a bit more with time but tends to indicate some loss has occurred from the oil retained away from
the sump. Hopefully the level can be checked again before next usage.
So the oil leak mystery is still alive and well but I feel I have been around this loop lots of times before!
The oil transfer ferrule fitted to by-pass a suspect pipe flange which could have been contributory to the problem
seems to have made no significant difference to the oil loss.
Therefore, this area seems to have been eliminated from our enquiries and further options will now have to be
considered including the less palatable ones that would need the engine to be removed from the loco.............