These Nov/08 notes are an accumulation of details during 2008, as printed in the DFR's bi-monthly newsletter/magazine.

Unfortanutely, we didn't report the sale of 03128 until very recently. One or two people turned up in the last couple of weeks and were disappointed to learn of its departure. Apologies for omiting the info.

But left for pastures new it has. Sold to Mr.A.Biddon with a load of spares back in the spring of 2008, we think the loco was dispatched to either the Sheffield or Scunthorpe areas. Mr.Biddon will know, no doudt. Virtually no work had been done to it since arriving on the DFR. It was re-engine with a VM unit when in industrial use over in Belgium but had been a non-runner for quite a while. It's thought it will be re-engine yet again by the new owner but will probably require modifications to the bedplate and/or other sundry supports.

There was little to report on Charlie the black '08' shunter until it was deemed a total failure w/e Fri.7th Nov/08 when it was found the generator had developed a full earth fault. The power unit and gen will have to be lifted out for any remedial work to take place. Options are being considered as to the best and most cost effective method to get the very useful loco back into traffic. It was planned to use it in an assisting role on the forthcoming Santa specials but it will be some time before 13308 is back up and running.

For the guys who'll be doing the 'lump' lift and split, the work done on E001 during 2008, where an identical task has already been undertaken, will have proved invaluable.

27066 went on its travels in the spring, having moved by road to the Nene Valley w/c 18/2 for their diesel gala over the weekend of 1/2 March (photos HERE, HERE, HERE, and HERE) although it was used on a photo-charter at the line, on 23rd Feb.. The Type 2 returned to the DFR by way of the Gloucs+Warks where ran on a photo charter and their diesel gala on 4th - 6th April, photos HERE, HERE, HERE, and HERE (paired up with 24081 on load 12).

During the summer, 27066 was the the DFDA's lead loco, having received new brake blocks. Put out on the Diesel Dining trains on Sat. 21st June, it was noted how much better the braking had become. It was diagrammed to run on the 5th July Diesel Saturday, 31466 being side-lined. 27066 performed well during the 12th July Gala.

27066 continued to performed the lions share of the diesel work over the summer months months, including the August Bank Holiday weekend, top'n tailing with steam on the Saturday and Monday. The latter was in association with the Parkend Carnival.

A niggling, long-term brake fault has been rectified. It was discovered there was a gasket on a brake valve which had been punched out incorrectly. The resultant blockage meant that part of the air brake system hadn't been venting properly.

By the spring, No.1 end acquired a yellow front, but still lacked windscreen glass. Cab-side and door droplights were fitted, while the flooring and cab panelling was in progress. The ceiling panelling was up (painted light grey), now in wood ply rather than cheap hardboard. The driver's and 2nd man's desks had been rebuilt, the old instrument panel being too far gone (water ingress seeing to that). A computer drawing was made of the panel which enabled cutting by lazer from 2mm steel at the fabricators. It has also received a powder coating for additional protection. It's almost certain cab2 will need the same treatment, in due course.

In between the running and spot maintenance on the main fleet in the running season, major restoration proceeded on 31210. Having been virtually rebuilt, cab 1 was looking more like a cab, by the time summer had come round. Photos HERE, HERE, and HERE. The seats had been shot blasted and were awaiting new wood frames and upholstery while most of the flooring was back in place.

In late August, cab 1 re-assembly was still ongoing including the driver's desk coming together nicely and new air lines to the window wipers (complete with isolation valves which were not originally fitted - the horn had one fitted, but not the wipers). Cab 2 was in an advanced state of dismantling, care being taken to capture detailed photos during the process, ensuring there's a record of the position of "everything". Digital photography is a wonderful thing. Externally, cab 2 has been stripped back to bare metal, revealing the ravages of time (48 Earth years to be precise).

Unlike cab 1 which had tin worm cut out in smaller pieces or sections as found, cab 2 would not be tackled 'piece meal'. The bullet was bitten and it was decided to cut away the entire driver's side and build new. It's thought this will simplify the metal replacement at that end. Brackets, handrails and foot-holes etc. are cut off/out first, to be re-attached later. By October 2008, the deed was done so a large part of the driver's side had been cut away, including the door frame. The driver's side floor plate had already been cut out and replaced while the new cab side will be built up around the driver's door, to ensure a good fit. The loco's electrical cubical (also at #2 end) was also receiving close attention. Resistors and contactors were being removed for cleaning or replacement. Anti-tracking paint is being applied as a matter of course, to improve the cubicle's electrical integrity.

Early in 2008, EWS-liveried 31466 was effectively the flagship of the group, over the off-season, providing the bulk of the traction for the Parkend lineside clearance trains. On those cold, winter days, the loco's cooker ring proved invaluable, with what seemed to be a constant supply of hot food. For the 'Thomas' event (4th - 7th April/08), '466 was lined up to provide half of the top'n tail, assisting 0-4-2T 1450 (or is the other way round?). With P.T. 9681 away for tyres, 1450 needed help when trains had to get longer. It was hoped 31466 would have had a much needed coat of paint at some point, during the season, but as we know, it didn't happen.

The Spring report recorded 31466 having put in many hours on the April 'Thomas' events and attracted quite a few enthusiasts on the diesel haulage day on 29th March/08. Two minor faults were repaired over the first quarter of 2008 - a damaged oil cooler element was changed for a spare and a power unit 'knock' was found to be a broken tappet, part of it having coming adrift, making the gap around 1/8" instead of something up to 10x smaller. The offending part was changed for one taken off a scrapped loco.

After a busy few months for 31466, the Type 2 stood aside (27066 taking on the mantle of lead loco), primarily due to weak battery. 466 was scheduled to run the 11:30 train on the Gala day of 14th June but failed to start. To keep things running, it switched places in the roster with an afternoon turn, by which time the battery charger was able to inject enough 'spark' to crank it over. Battery problems are a symptom of relatively irregular use on preserved lines (compared to usage when they were 'in service' on BR metals). The inability of the batteries to hold a charge is more pronounced when they near the end of their service life.

If the weather is mild enough in the New Year, 31466 will receive a tidy-up and repaint (at the second attempt) before the 2009 season is up and running. The '31', still in it's rather drab EWS livery, suffered something of a mis-fire while working on the Gala of 27th Sept.. Stood down towards the end of that day, investigations revealed no sticking valves or blockages and on restarting, the fault had cleared itself.

Pioneer 'ED', E6001 : having developed a generator fault November/07, the loco been subject to stripping of parts in the generator area during Spring/08, informed as we were that repairs could well be possible in-situ. However, it was discovered the damage was not limited to a bearing but also to the associated shaft. A lifting out of the 10-tonne power unit + generator lump was required by the railway's large crane before the main & aux. generator could be shipped away for repairs. At the time, a return to service was hoped for during high summer. E6001 is the DFR's diesel Branchline Experience, being of relatively low power and dual control (both left and right), ideal for the novice driver, so there was a desire to get it back in traffic sooner rather than later.

By the end of June, the generator had been separated from the 4-cylinder diesel engine and the offending item dispatched for assessment to Dowding & Mills of Camp Hill, Birmingham. Their quote included a comprehensive clean and refurb. along with the bearing/shaft repairs. Such work is specialised and not inexpensive (understatement!). However, it was seen as wiser in the long run to make the most of the moment, ie. do what one can while the generator is 'out'. A re-union of the 'lump' with the loco was expected by late summer.

A late August report logged the generator as being received back after overhaul from Dowding & Mills around the middle of that month, followed by a day spent mating it back to the free end of the p/u on a dry and warm 21st Aug.. Photos HERE, HERE, and HERE.

That left the re-marrying of the 'lump' to the loco, re-connecting and a period of testing and running-in. The target date at the time of writing was 27th Sept. (diesel gala) which would be the first time in 10 months that E6001 would have worked any DFR trains.

By the autumn, E6001 had been recorded as performing well since those generator repairs. The locos first outing after the major repairs was the Diesel Gala of 27th September, a date which was always being aimed for to have it back in service. The day proved popular with diesel enthusiasts with a good turn out, presumably due in no small part to the re-appearance of 73001. Driver experience course were successfully completed as recently as 11th & 25th October with a short turn at the tail end of a diesel day on 18th Oct..

E6005 remains out of service at Kidderminster, awaiting an axle bearing change. The turbo had also been identified as having a main bearing in poor condition and has been overhauled.

73101 : as something of a 'thank you', for the use at short notice of Pullman-liveried electro-diesel 73101, the Severn Valley Rly. put the loco through their Kidderminster paint shop for 3 weeks in January, when a slot came up. Some bodywork attention was required although 90% of it had been done at the Avon Valley Rly. in the months before it suddenly left Bitton back in 7/07, to help with the extensive flood repairs on the SVR. The finish is superb, in the chocolate & cream Pullman colours with which it has now become associated. Much of the pipework and detail below the solebar has also been done, with full completion expected at the Avon Valley. 73101 returned to the AVR, Bitton via a flying visit to the Llangollen Rly.for their gala over 11th-13th April 2008. Photos HERE and HERE .