October 15th and 16th 2011, Carriage and Wagon Works, Bury

Saturday October 15th 2011
Attendance: 6

With D9531 located over the C & W pit, we took the opportunity to identify and complete the pipework to the brake cylinders and duplex check valve. Alan Lee carried on with the B End wiring meanwhile.

The self-drain pipework was removed from the cylinders and the holes bunged, we then identified each pipe run to the underframe and the run to the old vacuum chamber was removed - this had been relocated some time ago due to it being in a very awkward position.

With this done, Martin started the pipe run from the distributor to the AV relay valve, but it became apparent we did not have suitable fittings to hand so Martin headed up to Castlecroft to modify some other fittings in order to fit.

Meanwhile Steve set about removing some stubborn Marker lamp screws so the units could be removed and then the fittings replaced. This involved drilling the old screws out and then tapping them out for new ones.

Steve drilling out marker lamp screws	Jason making adjustment to the breather pipe

Jason was busy mounting and modifying the breather pipe for the power unit, one of those jobs we needed to finish off. He then moved on to mounting a small timing reservoir next to the auxiliary reservoir which Alan and Chris had agreed as a suitable location. Another timing reservoir location was agreed for the AV relay valve, this being on the rear of the shunters step, which Jason duly drilled and mounted. One other reservoir location was needed and a suitable gap identified on the brake frame. Les Tappenden welded an extra piece of angle into position and Jason later drilled the holes and bolted it into place.

Martin returned and was able to finish the pipe run to AV relay valve, we then set about a run for a 140 psi supply down to the cab for the supply to the drivers straight air brake valve and Main res gauge. As it was quite complicated run with lots of bending sets to put in this took most of the afternoon to complete. We then also had a discussion about the following days pipework.

At the end of a busy day a few people had come to have a look at progress so, as a treat, D9531 was fired up for 5 mins as some of those present hadn't seen it run for many years!

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Sunday October 16th 2011
Attendance: 6

Jim and Kris were in attendance today, and Kris was tasked with looking through the coolant system to check for any missing bolts or nuts, a few were found and these were replaced and tightened. The loco will shortly be anti-freezed and as the coolant system has settled down with no apparent leaking, we wanted one final check over before this was done.

Jim was tasked on making some straps for the small timing reservoir located next to the auxiliary air tank. Some old large coolant pipe clamps were used along with threaded bar, inserted via some holes already drilled by Jason.

Alan, Martin and Chris continued with the air system and ran through what needed doing pipework wise. It was agreed that a small capacity boosting reservoir would to be fitted in the feed from the drivers straight air brake valve to the relay valve. Alan had already located a tank and a suitable location was found under the fire-bottle mountings. Chris found some Rubber to wrap round the tank to help protect it and other pipework, then bonded this to the tank. Martin started on the pipework run relay valve to the feed to the brake cylinders and also the distributor to the brake cylinders. Chris assisted in fitting these up underneath.

New pipework run towards cab	A closer view of pipework on the brake frame

Martin then started the run from the relay valve to the drivers brake valve via the small tank, again a lengthy one with a few bends required and fittings to connect to the tank. Chris set about finding temporary drain valves for each main tank and the two condensers, and fitted them.

Jim and Kris had meanwhile moved on to the main air tanks straps, which were discovered to be very big in comparison to the tank. To ensure they would be tight on to the tank, Jim shortened them enabling a solid grip to be achieved against the tank wall, holding them securely. Two of the four straps were completed and the others will be altered in due course.

Chris and Alan identified which pipes from the cab manifold would need connecting to gauges in readiness for the main reservoir and brake cylinders being tested. Chris made all of the temporary connections for these underneath the drivers desk.

Martin had completed the run to relay valve from the brake valve, so all what was left was the feed to the brake cylinder gauges in 8mm pipe. Martin completed the fittings and pipe onto the manifold, but when we came to join the old pipe to the new, the old was discovered to be larger than 8mm and a fitting would need modifying. As it was getting on late and everyone was eager to test, Alan cut a piece of hose to bridge the gap, securing it temporarily with jubilee clips.

D9531 was then fired up and the compressor kicked into life, and air started building up. One of the drain valves on the condensers had been fitted the wrong way and was permanently venting, so the system was drained down and the valve refitted.

Main air pressure building up	Full brake cylinder pressure	120 PSI Achieved!

Air was then allowed to build up, with only a few minor leaks becoming apparent. We then tested the brakes, the drivers valve was moved and they duly applied, checks were made on the rigging to ensure all was moving evenly and there was no distress. With this success, the loco was shut down and the team packed up and headed home.