Update from the 3rd and 4th September. By Matt, Jules and Ian.


We had our late Summer weekend with D7017 and D1010 performing well on both days of the event.
D7017 ended up at Bishops Lydeard on Sunday night and should have now departed on an Allelys low loader
to the Mid Norfolk Railway for their diesel gala next weekend.


There was a BBQ for DEPG members held at the depot on Saturday evening so thanks again to the Tuckers
for doing the preparation and cooking.

Jules has an update on D7018 which now electrically works from both cabs.

Pleased to announce that after debugging the cabling all day on Sunday, D7018 is finally fixed and taking
power from both cabs. Problem was, that as with a lot of things hydraulic, everything worked perfectly - until
that is, you actually needed it! So, D7018 worked beautifully in theory, everything tested 100% - until we
actually started the engine, when the loco refused resolutely to operate its Engine Speeder Valve (ESV).

A unique combination of relay settings meant that with the engine running, the ESV was losing its feed from
train wire 4 (from the power handle) due to a misplaced wire 105 in the control cubicle. By 17:00 I had it fixed
and with an empty depot and a hot engine, Mr Clegg and I hit the start button, 7018 burst into life and hey
presto, full power in notch 2/3 against all the loco brakes we could muster.

We very shortly after left the depot, both a very pleased electrician and loco engineer (no doubt each
heading for a celebratory beer in our respective home hostelries!)

Meanwhile Ian has sent an update on the Class 33's

D6566 – Work continues on the Air Receivers. Will and Thomas gave the two larger diameter vessels a
second coat of white paint and the three smaller cylinders have been loose fitted into the cradle to be joined
by the two larger ones once the paint has dried.
Once everything is correctly aligned, the complete assembly can then be fitted back under the loco between
the battery boxes and the pipework reconnected.

D6575 – As the loco was not required to run over the Late Summer Weekend, the opportunity was taken to
change a leaking 3” diameter coolant hose.
Ably assisted by Leroy, Will and Thomas, the coolant from the engine and associated pipework was firstly
drained into an IBC to avoid wasting the anti-freeze.
The jubilee clips holding the old hose were then loosened and it was slid off.
Examination revealed it to be badly split so would probably have failed catastrophically if it had been allowed
to continue much longer.
A new section of silicon hose was then fitted in its place.
A long running problem with the loco has been
abnormally high water pressure (35psi), off the scale on the gauge in fact, and it was suggested that this
could be caused by a partially blocked heat exchanger.
With coolant drained the opportunity was thus taken
to investigate this issue so the large inlet pipe was removed from the heat exchanger to gain access.
Sure enough, a large amount of debris was discovered inside and a number of the tubes were obviously
obstructed.
So with the use of a piece of wire and a vacuum cleaner, things were cleaned up as thoroughly as
was practical and the pipework re-assembled.
The four of us then took it in turns to manually pump the coolant back in (I think Leroy did the most!) and the
engine was started to perform a leak check.
No leaks were evident and the water pressure was now back to a more respectable 17psi, so a satisfactory
result on both counts!


Some pictures below from Ian of D1010 on Sunday and D7017 on Sunday also by Matt.