Generator Game

Posted on 09/06/2013 by mikej

A visit to Bowers found much work in progress with 33035′s generator. The field frame has been cleaned and tested to check the insulation and cabling, and has been finished off in anti-tracking paint. The brush gear has been dismantled and each brush box is being cleaned and polished up. Finally the armature has been cleaned and heated up in the oven several times to bring up the insulation level. Although we have decided it is not economic to repair the ETH generator section, the other two sections – the main traction generator and auxiliary generator – are receiving the full overhaul treatment. This includes fitting with resi-glass bands in place of the old type wire bands which were found to have lost their tension, and would have been another major failure waiting to happen.

Also in Bowers was the impeller casing and impeller blade from the turbocharger, which have been thoroughly cleaned of oily grime.

Meanwhile back at Wirksworth, the large hole in the engine room left by the generator is being cleaned with copious lashings of solvent. Various removable parts have been removed to Barrow Hill for cleaning, including the engine governor which is being stripped down and examined for wear.

Restoration work on Sherwood has also been moving forward, with all pistons cleaned and checked, and just two more liners to clean. A start has been made on preparing the cylinder block to receive the first liner.

At No2 end, Carl has made a start on removing the cab floor plates and needle gunning the framework beneath. It doesn’t look quite as bad as 45 105, but there is still some further excavation of rust to see if the cable ducting is still intact. The floors will be recovered in new lino.

 

Armature bake-off, into the oven for another 12 hours

Brushbox carrier for main gen, and field coils for aux gen

Turbocharger impeller (air inlet)

Engine minus generator and governor

Generator coupling flange at end of crankshaft (showing spur gear for camshaft)

Governor waiting strip down

Selection of governor bits in parts cleaner

Restoration work under the floor in Sherwood's No2 cab

 

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Damage Assessment

Posted on 12/05/2013 by mikej

33035′s generator has been dismantled at Bowers, allowing a close inspection of the damage to the ETH section of the armature. As this picture shows, a sizeable chunk has blown out from the area where one of the windings crosses out of the central slots. The banding has been removed, and the fine diagonal coils to the right are equaliser windings. The main windings tuck under the equalisers and are connected to the commutator to the right again. The main windings are wrapped in layers of glass insulation tape and varnished, and it looks as if there has been a break down in the insulation resulting in a short circuit to the steel slots, arcing and rapid melting of the area. To repair this will take a complete rewind, which is not a viable proposition from a cost and time aspect, so we will probably ask Bowers to band over the damage and overhaul the main and auxiliary generators.

With the generator out, we are taking the opportunity to do a few more tasks on 33035. The turbocharger has been stripped down by Bill and Doug, and some impact damage found to the turbine blades. This will be dressed off and polished. The rest of the turbocharger is in good condition, including the bearings and seals. One of the main crankshaft journal bearings was removed for examination by Kev. This was at the position that caused the loco’s original bearing failure and withdrawal from BR. The cap for the replacement bearing had been remachined, and the wedges shimmed to get the correct clearances. Fortunately, the bearing shells appeared to be in good condition, and the surface of the crankshaft shows no signs of overheating.

Over at Barrow Hill, engine work on Sherwood continues, as the final liner has been extracted, and cleaning of the remaining pistons and liners is occupying the team, keen to turn the tide and start the engine rebuild.

Close up of damage - the laminations are whats left of the steel slots that support the copper winding that has vapourised.

Turbine blades from turbocharger showing damage from something that went through.

Shell bearing-half showing polished surfaces.

Journal of crankshaft showing original pitting, but otherwise in good condition.

Jacob and Mick extract the last liner from Sherwood.

Fitting piston rings after cleaning and inspection.

Stack of piston rings, top ring chrome plated, two plain middle piston rings, lower oil scraper ring (and another is at bottom of piston).

Close-up of oil scraper ring. It is important that it is fitted this way up, with the tapered razor edge pointing down.

 

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Up, Up and Away

Posted on 28/04/2013 by mikej

Photo by R Buckby

Since the generator disgraced itself on Good Friday, we have been preparing for the big lift to remove it for repairs. The biggest challenge was the ring of bolts connecting the end of the generator to the engine crankshaft, which are not exactly accessible, requiring the use of a special flogging spanner joggled to go round the back of the coupling flange. The end of this spanner is designed to be whacked with a lump hammer, but this simply bounced off with no effect. After some foraging around Wirksworth yard, we discovered a seriously large sledge hammer, courtesy of the steam team (they have even larger bolts to deal with). This did the trick, taking several well aimed blows by Carl to loosen each nut.

Because the central armature is only supported at the back end by a bearing, the engine coupling end had to be supported by two trunnion tie-bars, hooked into the flange coupling and tightened to stop the armature dropping on to the field coils. These have to be fitted in position before the coupling is split with two 1in BSW jacking bolts.

The main mounting bolts were undone with the aid of large sockets, T-bars and various extension devices for extra leverage, and the final bolt, being the most stubborn, was persuaded to surrender with a hydraulic jack.

We arranged for the lift to be done in Wirksworth station yard this Saturday, with an early start to complete the job before too many cars arrived. This meant that everything had to be unbolted beforehand, including the roof and turbocharger that sits on top of the generator. Fortunately everything went exactly to plan, with 33035 being shunted alongside the 25 ton crane, and a new set of slings making an easy job of lifting the roof. Our crane driver Mark was already familiar with generator lifting, having helped us with Sherwood Forester a few years ago, and so it was a fairly straightforward task. The generator was lifted above the loco, which was then pulled away by the shunter, and the lorry backed under. After strapping down, the lorry was on its way to Bowers at Heanor, the whole job taking just 90 minutes.

The next stage will be to dismantle the generator and examine the damage closely to decide the best course of action. Further pictures will be posted as the work progresses.

Thanks go to Shires Cranes of Chesterfield, Buntings transport, K Cook, D Hesketh of Bowers and the volunteers at Ecclesbourne Valley Railway for their assistance and advice.

Carl belts the spanner to undo the coupling bolts (viewed from above)

Tie bars to support the armature. Coupling has been split

Mounting bolts removed from bedplate

8 ton generator being eased out of the engine room

25T crane makes a straight lift to clear loco

Generator coupling end (R Buckby)

Job done, generator loaded and on its way

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Bad Friday

Posted on 02/04/2013 by mikej

Good Friday was far from it for 33035, when the ETH generator decided to heat itself by flashing over. The picture shows the damage to the commutator copper segments that have burnt away across two of the slots. The main damage, however, is inside the armature (to the right) where two of the windings appear to have blown out. Even though the ETH was not plugged into any coaches, the 750volts combined with old insulation and another arctic winter’s worth of damp probably caused a short-circuit to earth.

Although the main generator seems fine and the loco takes power, it is too risky to continue running the engine, because both generators are connected, and further damage could be done if the dead ETH generator disintegrates.

So, we have regretfully advised the EVR that 33035 will be out of service for a few months while we send the generator away for repairs, and enquiries are being made for a stand-in to cover the loco’s duties this summer.

More positive progress is being made at Barrow Hill on Sherwood Forester, with all 12 pistons now removed, and only 3 more liners to come out. Paul has brightened up a corner of the engine room with orange and red, and Carl has fitted the second tail-light to the front end.

Engine room colours

Jonno manoeuvres a liner next to six pistons from B bank

 

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Sunday Fishing

Posted on 17/03/2013 by mikej

Today we welcomed new recruit Mick from Leeds, who learnt a whole new meaning for being thrown into the deep end. As if undoing big ends is bad enough, it got much, much worse when the barrel ratchet adaptor fell into the sump. Typically it was the deepest part of the sump, about 4 feet down from the crankcase doors! Fortunately, the AC Locomotive Group’s AWS magnet testing stick came to the rescue, although it took the best part of an hour wrestling with it in the sump, because of course the strong magnet is attracted to steel, and the sump is made of steel! After many attempts, we eventually got the ratchet dangling on the end of the magnet, and somehow Mick disappeared with his head and long arms into the engine to finally grapple the errant tool from the oily depths.

Despite the impromptu new-recruit initiation test, pistons 7,8 and 9 were extracted and perched on our new piston rack, leaving just three more pistons for next weeks lucky volunteers. Amazingly, Mick says he is coming back for more!

Carl fitted the second nose end grille, including new filter mesh, and one restored tail-light to the nose end.

On Friday, some winter related electrical faults were repaired on 33035, including the defective battery charge relay, which was chattering in and out, producing a spectacular strobe arc effect in the electrical cubicle. A phone call to Doctor Diesel provided the answer in one, and a series resistor was found to have a broken wire. It was fairly easy to fix it just by adjusting the clamp over the the broken wire. As this is the second time it has happened, we should maybe consider replacing these resistors with something more modern.

The theme of the day on Saturday for Nathan and Malc was cylinder heads, with another batch being craned off 47791 at Booths, and the previous set from 47829 being hoisted into our stores van. We ended the day nursing bruises and aching backs!

Lets go fishing, AWS magnet tester pulls out ratchet from bottom of sump

Piston being extracted from B-bank

Right hand nose grille with new filter mesh

Restored tail light rivetted in position

 

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Keeping in the Loop

Posted on 03/03/2013 by mikej

33035 gets in some rare track with the diversion on the Shottle Loop line

33035 has been awoken from its winter slumbers, not without some resistance from lazy contacts and relays, as well as disappearing volts from the batteries and other far reaches of the electrical system.

The loco was pressed into service last weekend for some guards training and yard shunting, and made a test run to Duffield on Friday with three DMU cars and the saloon coach to measure stopping points on the platform, in readiness for 4-coach operation later this year.

This Saturday, 33035 stepped in for a return run to Duffield after 31414 had a slight hiccup with a leaking brake cylinder (later fixed by the expedient of a penny coin in the feed pipe). 33035′s four booked runs today (Sunday) were completed to the satisfaction of the Crompton enthusiasts, many of whom travelled long distances to enjoy the 8-cylinder thrash along the Ecclesbourne Valley – we appreciate their continued support. Adam and Jacob commenced their training as secondmen (sorry driver’s assistants), under the all knowing, all seeing guidance of Graham, and as far as we know they avoided any major transgressions.

It has not all been play however. Restoration work continues with Sherwood at Barrow Hill, and nose end grilles are being refitted by Carl now that the nose crown is fully bolted down. The liners are being descaled and cleaned up, with five out of six looking good, but one may need replacing due to pitting around the sealing grooves. Meanwhile early Saturday morning workouts have been conducted at Booths to recover some engine spares from 47791.

33035 outside the shed at Wirksworth during a pit exam

Nose end grille refitted

Three liners cleaned, one waiting descaling on right

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Liners Up

Posted on 03/02/2013 by mikej

Three liners were extracted from the engine block in Sherwood using a puller made up of two long studs, a plate at the base of the liner and a bridge piece across two cylinder head studs. Superficially, the liners look to be in good condition, with all the seals intact, and no sign of corrosion in the block. It is these liner seals that are the ultimate objective of the engine overhaul of Sherwood, as they have been living on borrowed time for many years keeping the cooling water from leaking into the engine oil. Renewing the seals will allow us to run the engine with antifreeze coolant, for round the year running, hopefully for a couple of decades or more. Continue reading →

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Nose Up

Posted on 20/01/2013 by mikej

Despite the cold and snow, work continues with the fleet at Barrow Hill, Wirksworth and Bury.

New nitrile rubber seals have been fitted across the top of Sherwood’s nose and the crown craned on. Next job will be to re-drill the holes as the crown is a replacement and typically they do not line up.

Pete has been busy in the engine room, glossing around the radiator end panels, and Paul has almost finished sanding down and undercoating the side walls. Continue reading →

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Piston nearly Broke

Posted on 06/01/2013 by mikej

It is always a good idea to double check that nothing has fallen into an engine cylinder before refitting a head. This is what happens if a 1/2in nut finds it way into the tight space between the piston and cylinder head – a crinkly mess.

We can only speculate about what happened here maybe 26 years ago. Not particularly obvious when we removed the piston, as the top was caked in carbon – it also explains the hexagon depressions in the cylinder head. The nut must have done this damage in the first few revs and amazingly been ejected through the exhaust valve without doing any lasting damage. It must surely have made a mess of the turbocharger, and maybe Toton changed it and found the engine worked fine after that. We will probably never know! Continue reading →

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Out for Six

Posted on 23/12/2012 by mikej

All six pistons from A-bank are now out, with team Jacob and Will wasting no time in removing three in a row this Sunday. The pistons will now be cleaned and inspected for wear. Next job will be pulling out the liners.

Carl has rebuilt the filter housing in one of the nose end grilles, and replaced some of the slats and corroded framework at the bottom. The whole assembly was then bolted back into the nose, and sprayed up with green primer. Continue reading →

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