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SRPS DIESEL GROUP 2015 ©

Home Fleet Maint Events Contact Us 37025 37401 37403
D2767 08443 20020 25235 26024 26038 27001 27005 37025 37403 37703 47643 Class 126 Class 303
37401 Overhaul


SRPS DIESEL GROUP NEWS SECTION - UPDATED 21-05-2015

News


37403:

No 2 end.

The traction motor blower and exhausters has been installed. 

TPWS and GSM-R systems now fully wired and tested at this end.

The cab roof internals are nearing completion .

Nose filter housings are being worked on to replace corroded drain base plates.


No 1 end.

The nose internals have been fully stripped , the inside of the nose has been steam cleaned and sanded . Paint priming has started.

A new head code / route indicator panel has been welded into place.

Cab stripping continues , the drivers cab side has been removed.


20020:

The loco had a ‘B’ exam during March and is now ready for the 2015 season.


25235:

Fundraising is continuing for the wheelsets which still need retyred before the loco can operate on the branch again and all donations are welcome! These can be made by going to the website at mydonate.



26038:

The loco’s cab and under frame air tanks were re-certified during March 

“Tom”  is now ready for the 2015 season.


D3558 ( 08443 ):

New batteries have been fitted to the loco along with new cabling to the cubicles.


37703:

The vacuum braking system has been fully re-commissioned now and has hauled its first vacuum braked service on 16/5/15 with the 1635 Thomas ecs.  The power unit also received some TLC with new oil and filters being changed during an exam.


37025:

The loco was fully tested during March and April.

Mechanical and electrical systems all functioning to spec.

The boiler was partially stripped for insurance testing.It was reassembled and tested successfully .

The loco repaint continues and should be ready the last week in May.


47643 was stopped after an oil sample highlighted a number of problems. The results showed water contamination, low viscosity and high levels of lead. The water has been traced to a defect within the heat exchanger, this has been stripped so we can identify how many tubes have failed. The low viscosity was initially thought to be fuel dilution but now appears to be a problem with the oil which is being investigated with the supplier. The high lead is still to be checked out but may well be bearing wear due to one or both of the other problems.



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