all located on DFR except where stated

Click on thumbnails for additional loco pages and pictures
[partially updated April/13]

08238 aka 13308 or D3308 in new BR blue livery 08238 w. 18/3/84 at Gloucs., priv. purchase 11/88 moved to Swindon workshops, moved to DFR 1/93, purchased by D.Hurd (DFDA Chairman) 2001. Named 'Charlie', in BR Blue (formerly in black, as 13308). Generator failure 5/11/08, loco O/O/S for 16 months. Opportunity taken for a major overhaul and repaint over that period, returning to svce at the Spring Diesel Event on 7th March 2010 working Norchard/Lydney Jcn. shuttles. Operational.
08473, Lydney, May 03 08473 A rolling chassis, the remains will provide a source of spares. Note that the radiator was recovered from 08515.
08734, Lydney, May 03 08734 ** DISPATCHED TO SIMS METALS, NEWPORT 19/8/11 FOR BREAKING, broken up shortly after **
built in 1960, an example of a dual-braked '08' (air braked in 1984). Spent first 20 years in Scotland when put into store in 1980. Resurected and used at Doncaster, Immingham and Bescot, ended it's days as a reserve loco at Canton. Condemned in 12/99, currently non-operational and work on other locos has deferred completion of the restoration to some point way off in the future.
08769 May 2002 - R.Kenny 08769 withdrawn 5/89, became Morton-in-Marsh fire training loco until purchased in 1999, named 'GLADYS', extensive restoration including a rewire before returning to service (in green). Went on-loan to Severn Valley Rly., transfering 12/5/03 on an open-ended loan arrangement. O.O.S. Oct/09 (brake valve & exhauster), pending servicing. To this end, returned to DFR March/10 when an opportunity arose to use a 'spare' road transport move. Returned to svce in Feb/13 after top and bottom end repairs over an extended period. Oil pressure issues prevented an earlier return. OPERATIONAL
25283 Apr 1984, passing Severn Tunnel Jcn D7633
Purchased Oct.'03, moved from Bridgnorth, arr. Lydney Jcn. 30/10/03 in non-operational condition. Electrical repairs/rewiring begun in early 2004. Started in 11/05 and moved under own power with light load. Performed for one diesel day in 7/06. Requires extensive body repairs, no date for commencement of overhaul and return to service. Sheeted over, non-operational.
27103 aka D5386, 27066 or 27212,  N.N.R. 27066
Built 1962, no. D5386. Has carried TOPS numbers 27066, 27103 and 27212 (Glas-Edin push/pull svce.). Moved to North Norfolk Railway 1988 after withdrawal from B.R. Purchased Spring 2003 from NNR. Repainted from green into BR Blue, 7/03. Moved to East Lancs Rly. 8/9/03 for Gala, then moved to DFR 19/2/04. Suffered TM3 flash-over 29/4/09, TM isolated pending lift. Had been used ocassionally but is now O/O/S, requires body repairs and detailed attention to electricals/mechanicals. Non-operational.
31210 in Lydney Yd. Dec 2002. 31210 w. 2/92, moved to Frodingham 12/94, moved to Castle Headingham, Colne Valley Rly. 11/8/96, purchased from Cotswold Rail arr. at DFR 6/02. In green primer, numbered 5634, some internal work begun Autumn 2004. Power unit partially stripped, Summer'06. roof sections lifted off for access. Bodywork restoration underway end of '06. Cab #1 stripped out in 2007, with rebuilding ongoing during 2008/9. Cab #2 sripped-down during Summer 2008, whole of the driver's and 2nd man's cab-sides cut away and new plate welded in (completed by late summer09). 04/13 - Cab rebuilds and full loco rewire well advanced. Bodywork repairs virtually complete. P/U free end restoration in progress, inc. water pump + oil pump and reassembly of pipework. Numerous P/U spares obtained to allow its rebuild to continue.
31466 at Lydney 3rd Nov/09 photo B.Thomas. 31466 Operational. Former D5533/31115. Was stored at Old Oak Common, purchased from EWS, arriving at Lydney, DFR 14/3/07 on low-loader. In faded EWS maroon, was believed to be in reasonable mech/elec condition having been used at OOC for small shunt moves and carriage heating. A number of defects rectified e.g. siezed turbo, power unit oil leak. First DFR service train run on 7/10/07. Repainted Jan/Feb'09, retaining EWS maroon. First appearance in new paint job was the 7/3/09 Diesel Event. Frames/bogies repainted shortly after. Visted KWVR May/12. Receives ocassioanl mtce as and when.Scheduled to feature at Swanage Rly Diesel Gala May/13. OPERATIONAL.
6001 aka 73001 Apr.07 E6001 (73001) The Pioneer ED and first cl.73 to arrive at DFR on 27/9/02 from Birkenhead in Merseyrail Yellow as non-operational. Major underframe and bogie work completed and electrics/mechanicals mostly done by Summer/06. Engineroom looking superb. Now in BR green with small yellow panels. Fully restored, operational May/07 until Nov/07 when a generator bearing flt. subsequently left it non-op.. Repairs completed 8/08, p.u./gen re-married with loco early Sept/08, loco back in service for Diesel Gala of 27/9/08. Light collision damage to northern end cab, east facing side(struck by GWR tank loco 5521) sustained late 12/09, repairs effected in Jan/Feb '10. Oct/Nov'12-repainted in early 90s BR Blue with black window frames, some minor bodywork repairs. OPERATIONAL.
73002, Lydney, May 03 73002 Moved from Kirkdale, Liverpool, the week after 73901. Non-operational, heavily stripped internally and will be used only for storage. However, loco has been repainted at the DFR into Large-logo BR Blue. March/07 - Spare power unit (ex-FMRail) lowered into loco while the cabs yielded componenets to E6001's restoration.
73005 Dec 2003 - hyperlinked to PAGE 2 of 73005's pages 73005 (E6005) Used to shunt 73901 & 73906 onto the transporter at Birkenhead, followed shortly after to DFR, 10/02. Started up within hours of arrival. Was in BR Blue with small logos but has been repainted into Electric Blue, white cab window surrounds, small yellow panels. Moved on-loan to Sev.Val.Rly. 9/1/04 for use on engineering trains. 10/06 - Non-operational (axle bearing fault on TM2) waiting bogie lift. May/07 - Turbo found to be siezed during inspection.Dispatched to Eastleigh Works around 22/4/10 for inspection of TM. Decision pending on what to do next.
73906 at Eastleigh Wks, May09 73006 (E6006) As Merseyrail 73906, second '73' to arrive at DFR (1/10/02). Fired up after fitting of 73002's exhausters, and moved under own power. Required minor repairs to return operational (e.g. fuel tank leak). After much work to electrics/mechanics, a full and thorough bodywork restoration completed end of June 04 (electric blue with grey solebar stripe). Joined E6005 on-loan at SVR 8/04. Jan/Feb 2009 - full repaint at Bewdley Carriage shops into BR blue. As the last loco constructed at Eastleigh (albeit at the long-closed carriage works 1/2m to the north), attended Eastleigh Works 100 event in May/09 and Long Marston 6/09. Returned to S.V.R. shortly after but came back to DFR on 20/10/10. Dispatched to Crewe Heritage Centre 17/4/11 on long-term loan.
73101 at Bewdley, 28-1-08 73101 ** SOLD TO NETWORK RAIL for rebuild programme (HERE + HERE), moved from Avon Valley Rly to RVEL Derby 19/6/12 **
The first 'JB' of the Class 73 ED's, pre-TOPS E6007. Purchased at the end of May 2004, moving to Lydney Jcn. shortly after. Famed for its Pullman livery, quickly restored to working order after minor repairs. Carries replica nameplates, "The Royal Alex'". Moved to Bitton, Avon Valley Rly. Mon. 29/10/06 for extended period, receiving gradual bodywork repairs from early 2007. Went on-loan to Severn Valley Rly. 7/07 to assist in flood damage repair work. Repainted Jan/08 into the Pullman livery again at Kidderminster workshops, returned to Avon Valley via the Llangollen's April/08 Diesel Gala. Weak batteries and other faults means it is currently Non-operational.
The ex-Waterloo Ransomes & Rapier crane
Two former B.R. 7-ton Ransomes & Rapier mobile cranes.
Used at York and Waterloo in B.R. days.
TEST ADRC 96101 Cowans & Sheldon 30-ton diesel powered crane. Arrived at Lydney 13th April 2005.
The YELLOW PERIL, now painted into maroon ADB975485 Former Margam BTU Tool & Generator van, converted (date??) from MK1 BSK 34594. Repainted at DFR into maroon livery with gold/black lining.
MK3 Sleeper 10530 10530MK3 Sleeper coach, arrived Spring 2003. Stored awaiting conversion to DFR sleeper coach.
former CCT vehicle? - now the tearoom storage + mess vehicles

6th December 2009

These Dec/09 notes are an accumulation of loco upsdates during 2009, mainly as printed in the DFR's bi-monthly newsletter/magazine.


Having failed with a generator earth fault in Nov/08, the 'lump' was eventually lifted out on 6/8/09 and the offending genny dispatched to Dowding & Mills. It was back, in good shape, by October and so a lift back into the loco was achieved on 3rd Nov.. However, advantage was taken while the lump was out, with much TLC applied. Water and oil pipes have received new flexi-joints, new V-belts are in place, the side rod taper pins and fuel filters are new, and the 'boxes' holding the 8 air fliters (4 on each side of the loco had to be rebuilt due to excessive corrosion. The cab floor panles have been repaced with a thicker plywood, set into a new, steel frame. And so the list goes on.

At the time of writing, the loco was already receiving its finishing touches to the new livery (yet to be revealed officially). New batteries are required to get it started and running, and then there's the testing seeing as it hadn't turned a wheel in anger for 13 months. It's going to miss the helping out on the Santa Specials (at least inially), Class 14 D9521 was going to step in to cover.


On 29th April 2009, while working a charter at Parkend, TM3 suffered what was eventually diagnosed as a flash-over. Much sparks and smoke eminated, at one point causing enough alarm as to consider calling for some help. Once the loco was shut down, the situation improved and E6001 was called upon to rescue the day and the loco.

Time was scarce so 27066 languished for some time, until an examination revealed the electrical failure, rather than anything mechanical. The TM isolator switch proved troublesome, being found to have been wiring incorrectly (and had been for some time). This did not become apparent until the TM had to isolated. The wiring was corrected, and 27066 was back in service in time for the last diesel operating day of 2009 (24th October), working as a triple header with 31466 and E6001.

27066 will need a bogie lift in order to tackle the TM any further, but this is some way off.


Cab 2 end has had a major rebuild, with most of the metal panelling/skin having been cut away and replaced in stages. The wooden door frames were replaced earlier in the year and the cab doors re-hung. By November/09, the handrails, footholes and position lights had been re-instated having been cut away from the old metalwork, previously . The steel floor has been replaced and the sub-frame on which the secondman's seat sits, had been rebuilt. The tin-worm really had been agressive in the cabs. The electrical cubicle has had a thorough refurb, including relay cleaning and painting with anti-tracking paint.

In early November, cab 2 was largely in red primer, with only the most recent welding showing as bare metal.The bare cab is ready for a re-wire, then the refit of cab 2 can begin.

A number of trips were made in June to the breakers, CF Booth's (Rotherham), in an effort to secure additional spares for 31210 & 31466. Already heavily stripped (including the power unit) before it arrived for cutting, donor 31415 has offered up various components including springs, brake rigging, a handbrake wheel, cab panels and assorted electrical spares and switches.


A full repaint began in earnest at the start of 2009. The roof was stripped back to metal while everything down to the sole bar was rubbed down, followed by a bit of welding on the worst of the bodywork. Primer/undercoat and gloss was applied in less than favourable conditions. LPG heaters were set up at one stage, to keep the air warm in the paintshop.

The first diesel event of the year was fast approaching (7/3/09) but even as people worked on the loco 7 days a week in the closing weeks, it was still a tight finish. Some of transfers didn't go on until the day before.

By the end of April, that below the solebar had been done, just to round off the project. On closer examination of the bogies, it was found that traction motor four (axle six) had seized brushes in 3 out of 4 brush boxes. A power unit oil & filter change was undertaken in late spring.

A number of niggley faults have been attended to, including the AWS, cab 2 secondman's window, engine-room lighting and a fuel leak. The fuel filters were also changed, while 'visiting' the fuel circuit.


In early spring/09, the engine governor was swapped with the 'refurbished' equivalent taken from the DFDAs donor loco, 73002. E6001 has been suffering 'hunting' engine revs, resulting in the premature demise of one of the relays in the load regulator cubicle. Some component exchange and adjustment was required when setting up the 'new' one but everything went well when 6001 was utilised on a Branch Line Experience day on 25th April and rescuing 27066+charter four days later.

In the week following the late-June Diesel Gala, E6001 undertook a series of test runs up and down the DFR in an effort to set up the power unit governor. The loco had been running OK but not quite 100% so the expertise of a retired BR loco fitter was called upon to make the fine adjustments to get 6001 running perfectly. Thanks are extended to the small band of helpers who manned the crossings and signals to give E6001 some necessary running time and enable the testing to take place.

6001 was scheduled to work the diesel day on Sat. 11th July but failed with an earth fault before it was able to take up position on the first train, so 31466 was run up and stood in. It transpired the live wire on the radiator fan switch was found to have made contact with the adjacent framework, taking out the earth 'trip'. 31466 also worked the diesel day of Thurs.13th Aug..

Further electrical problems surfaced in the autumn when a permanent live 'feed' was seen on the sanding equipment. Investigations revealed a broken earth wire on the coil of the brake-feed cut-off valve. A new earth back to the terminal block soon cured it.


E6005 remains out of service at Kidderminster, awaiting an axle bearing change.

E6006 entered the Bewdley carriage workshops (Severn Valley Rly.) w/c 23rd Feb., for a fully deserved repaint, although the opportunity was also taken to attend to other issues including minor brake and DSD faults, replacement of door catches and locks, floor repairs, removal of radios (to de-clutter the cabs), drilling of additional drainage holes and fibre-glassing in the resistor cubicle to encourage the escape of water which might ingress. Even the seats have been exchanged with those on side-lined E6005, being in better condition that those on '6'.

Well into its 5th year on loan to the SVR, the loco has largely been kept out-doors at Bridgnorth for PWay work and 'thunderbird' rescues. The electric blue livery applied at Lydney Jcn. in 2004 had weathered considerably. and what with the loco being invited to attend the Eastleigh Works Centenary celebrations at the end of May (23rd - 25th), it really needed to look its best. 6006 was the last locomotive constructed at Eastleigh Works (actually the long-closed carriage works 1/2 mile to the north).

Finishing touches were applied to the B.R. Blue in late April as well as ultra-sonic axle tests and a mainline inspection, to allow it on N.R. metals for its transfer to Eastleigh. D1015 Western Champion towed it from the Severn Valley Rly. to Eastleigh, a couple of days before the 3-day show. 73006 found itself on display next to sister, South West Trains-liveried, Electro-diesel 73109, in front of the old foundry & pattern shop building, on the south side of the site. The loco returned to the SVR in convoy during the following week, stopping off for a few days at the Long Marston open event the weekend immediately after that of Eastleigh's.

Up to that point, 73006 hadn't run in 2009 and while DFDA people had been working on her one-day-a-week during the extended period in Bewdley workshops (Feb.-April), there were still some outstanding jobs to complete in the summer before a start-up and test running could be attempted and '6' could return to PWay/Thunderbird duties. A number of faults have been rectified during testing, including vacuum problems and the DSD. The load regulator required attention and setting up, and by the time the SVR diesel gala came round in early October, 73006 was fit to take part.


'Pullman' 73101 on the Avon Valley line was taken out of service spring/09, pending replacement of the batteries. A governor fault on the loco requires closer attention but without the ability to shutdown and re-start the engine on demand, faulting is just too time consuming and impractical.

Although not available for general use, 73101 'The Royal Alex' was involved in filming at the Avon Valley Rly. on 31st July. An episode of BBC TV's Casualty programme, believed to be broadcast by the end of the year, featured a serious on-track incident and 73101's in the thick of it. One of the DFDA guys had to make an early start, tucking into a complimentary, on-location TV breakfast at 6:45am before occasional driving duties for the sake of the cameras.

15th November 2008

[embeded photo links courtesy of www.preserved-diesesl.co.uk
and jamie7354.fotopic.net]

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.

In the first quarter of 2008 progress was steady on the restoration of 31210, down at Lydney Jcn.. Cab 1, which has been subjected to major reconstruction work of the metallic kind, was being re-fitted out, having received items like glass and drop-lights. Cab 2 was still in 'as found' state, a sobering reminder as to why so much work is needed in the cabs and on the loco in general. The boiler room/cooler group area was also being re-assembled after reconstructive work, with the re-instatement of the brake frame and associated valves and pipes. The bodysides had reached a point where sections could see a coat of gloss paint.

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.


A 1 minute video clip of very claggy cold start-up, as seen on Youtube

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.

E6006 was recorded as having worked the first through train over the SVR on 10th March 2008 (an engineers working), end to end, since the extensive flood damage of June 2007. It also took part in the line's diesel gala on 24th - 26th April 2008. Photos HERE and HERE and HERE.


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 .

21st January 2008

[photos courtesy of www.preserved-diesesl.co.uk]

Pioneer 'ED', E6001 performed superbly after entering the diesel pool having been pressed into service to cover steam on 16th and 23rd August due to crew shortages. However, it all went pear-shaped in mid-November when the engineroom filled with smoke during a routine run-up to working temperature. The cause of the problem was found to be a hot main generator bearing. Naturally, 6001 is now unavailable until a detailed examination is undertaken and repairs are completed. Pity really, seeing as it's the one loco with a new set of batteries!

CLICK HERE to go to Ian Dobson's pic of 6001 a few weeks before it went 'bang'.

31466 had its cylinder seals done but not quite as early as the June/07 report intimated. With the help of a time-served, former Eastern Region diesel fitter, the power unit had a good check over (turbo and oil leaks having been seen to). Tappets, timing, fuel pumps and fuel racks have been adjusted to optimum levels and all 12 fuel injectors changed for reconditioned specimens. The electrical cubicle and associated machines have also been subject to a clean and/or health check. The loco started for the first time under DFDA ownership on 24th July (see photo) and undertook light test runs shortly after (see photo). Due to temporary track restrictions at the DFR, 466's first loaded test run was delayed a little, eventually taking place on 3/10 with E6001 as insurance. No problems were encountered. Just 4 days later (7/10), 466 worked its first DFR service train, top'n tailing with pannier tanks loo 9681. The 24th October proved to be an interesting day when 27066 and 31466 ran the majority of the services when steam was not available. Around 30 enthusiasts got wind of the impromptu diesel day and made the most of it. Photos HERE and HERE. The maroon Class 31 went on to assist in most of the December Santa Specials. It did miss the early 'santas' (27066 substituting) due to an ammeter fault in one cab (it was feared initially the lack of amps at one end was something more serious but it was only the ammeter).

CLICK HERE to view 466's attempt at a stone cold start, one frosty 20th December.

31210 continues to receive bodywork reconstruction although work slowed over the summer holiday period while 31466 took up a large part of the resources. The radiator elements were received back from refurbishment by outside contractors.

By the end of the year (2007), most of the external platework to cab 1 had been re-instated although there is still much to do on the subframes and pipework while the electric cable conduit is in need of replacement. The cables themselves look to be in generally good condition. There is no requirement for a complete loco rewire although some wiring will be replaced if found wanting. The detached roof sections have been painted and one side of the loco has received a coat of blue gloss. There is some metalwork to complete on the sides but this shouldn't prove too onerous. But then there's the other cab which is in pretty poor condition and the internal mechanicals to put back together. It's still very much an ongoing project.

CLICK HERE to go to Tim Wattison's photo of 31210, pictured in undercoat mid-November 2007.

Having assisted on the early Santa Specials this year, 27066 is set to attend the Nene Valley Rly. once again for their spring diesel gala in March/08, so it's had (and is having) a bit of attention to make ready for travelling. It's been suffering an electrical fault, blamed on the ingress of H0. A gasket was causing concern due to oil leakage and the triple pump is in need of refurbishment. The fuel tank has purposely been run low so that an inspection of that can also take place.

The widely reported extensive flood damage to the Severn Valley Rly on the evening of 19th June meant that E.D. E6006 became marooned at Bridgnorth. Until the restoration works got underway towards the end of 2007, there was little for it to do as all the limited service trains on the SVR were concentrated at Kidderminster. The loco was started occasionally to keep it operational.

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.

To bolster the operational diesel fleet on the Severn Valley, Pullman-liveried 73101 was dispatched from the Bitton Railway to Kidderminster, pictured HERE on 18th July at Kidderminster. It didn't get involved a great deal initially, partly due to the loss of the traction motor blowers. Investigation revealed the failure of an external resistor on the traction motor blower circuit. Eventually it performed a few passenger turns over the working part of the SVR (Kidderminster - Bewdley) and took part in the line's diesel enthusiasts weekend on 12/13 October (photos HERE , HERE , HERE , HERE and HERE ). 101 is expected to return to the Bitton Rly. in the spring where its bodywork restoration will resume.

Charlie the black '08' shunter 'Charlie' the black '08' shunter (13308/08238) has had a power unit lub oil change, the old oil having fallen below specification.

29th June 2007

Pioneer 'ED', E6001 has been 'commissioned' and put into service after a spell of testing and remedial work (it's first test run being 18th May while the first loaded test run was 12 days later). Faults were relatively minor. The worst thing being an 'O' ring leak on the fuel system. A telescopic link on the driver's brake handle in cab 1 was repaired, remedying the stiffness present, possibly since its mainline collision 30+ years ago. The immaculately presented loco performed its first revenue earning turn when it stood in for steam due to a steam crew shortage on Wed. 6th June (15:14 Lyd/Jcn - Parkend & 16:00 return). The E.D. had been running well and there no qualms putting it on the front of a DFR service train. In fact, it's been running as good as it looks.

CLICK HERE to see Jamie Squibbs' photopics page of a freshly restored 6001.

Since arriving from Old Oak Common in mid-March, a number of faults have been looked into on 31466. Cab marker lights are now working and all the brake cylinder seals have been changed after one was found to be leaking (if one is in poor condition there's no point leaving all the others in place). A severe power unit oil leak has been rectified while the seized turbo will be swapped with the reconditioned turbo from the other '31' on DFDA books, 31210. A target date to have 31466 ready for testing is the end of July but as with most things, that's flexible!

As for 31210 , the restoration of cab 1 has been ongoing with more steel being replaced in the cab sides and flooring. As just mentioned, its turbo will be donated to 31466, upon return from workshop attention.

Up on the Severn Valley, E6005 awaits the bogie lift to change the traction motor bearing which has sidelined the loco for while. With the extended down-time, the opportunity was taken to inspect the turbo which was thought to be sounding a bit 'rumbley'. When checked, the bearing was seized causing the inner bearing to rotate on the shaft. Needless to say, this is away for repairs. E6006 has performed a number of rescue jobs in its 'thunderbird' role. It also acted as insurance, doubling up with 37906 when the re-engined Class 37 was taken for a test run. A few noticed that this was one of the rare occasions two "906's" could be seen together. E6006's previous TOPS number was 73906 (it's identity when it arrived at the DFR) although it doesn't carry it now.

Charlie the black '08' shunter (13308/08238) was stopped for while in order to undertake some repairs and general maintenance. Tasks completed included changing axlebox oil pads, fuel injectors and auxiliary generator belts.

Pullman-liveried 73101 has begun to receive bodywork attention since Easter, as passenger duties have permitted.

22nd March 2007

The big news of the moment is the arrival of 31466 having been purchased from store at Old Oak Common. The faded, EWS-liveried type 3 arrived on a low-loader on Wed.14th March and swifly rolled off into the DFDA area at Lydney Jcn.. The loco is still pending a full examination but due to its occasional use at OOC for shunting moves of dead locos and heating rolling stock, it's hoped it shouldn't take too much to get it up and running. Fingers crossed.

Bodywork restoration has begun in earnest on 31210 starting at the #1 cab end and the cooling fan bay. There is much re-constructive surgery reqd. to the platework of #1 cab alone, including cabsides and floor (largely in 5mm plate), the cab having been stripped out previously. In places, small modifications have been incorporated in the metalwork to improve drainage, for example, as a number of minor design flaws have not helped in the battle with the elusive 'tin worm'. New steel has also been incorporated into the body around the cooler group intake grills while the partly stripped pwr unit remains sheeted over in-situ. Cab 2 is largely intact but quite a mess. This will be attend to last as restoration systematicly works through from one end to the other. There was some confusion previously about the locos steam heat boiler being reported as 'stripped'. Not actually possible as it's a 'cast concrete' boiler, i.e. it doesn't have one! But it does have a lump of a ballast weight sat where the boiler should be.

Pioneer 'ED', E6001 is nearing the end of its long overhaul. While cab #2 is virtually completed including re-chromed control handles and assorted fittings, cab #1 was still in-hand in mid-March with re-panelling being tackled. Out has gone the dreadful yellow, formica-veneered hardboard, replaced with ply. The cracked driver's desk has been strengthen and re-inforced, the damage having been sustained in the heavy collision it suffered over 30 years ago. On the to-do list includes refitting all the gauges and controls to the desk and replacing the flooring. The advantage of having a donor loco readily to hand in the shape of 73002 has proved invaluable for the cab rebuild, 002 yielding a number of parts. 6001 has yet to be run-up so will need to go through a thorough 'shakedown' and a period of running-in.

S.V.R.- based E6005 + E6006 career paths couldn't be more different at present. '5' is still on stop due to the seized axle bearing on TM2. The planned bogie lift to get access to the traction motor should be occuring in the not too distant future, to be done at the same time as another SVR-based loco is lifted (hopefully). '6' is in service with no problems reported.

D7633 (25283) remains sidelined with no progess on restoration. Priority still on E6001 & 31210.

27066 is operational but really only for light duties. The loco still has niggley faults and the vacuum exhausters continue to give cause for concern as they were only 'life-extending' refurbished but could do with replacing.

Pullman-liveried 73101 is serviceable at Bittern (Avon Valley Rly.) and will probably provide motive power during April on the line. Bodywork restoration has yet to start but it is believed this should get underway shortly, inbetween operational requirements. Eventually, the Pullman colours should be restored to their former glory as it is understood a specific painter has been earmarked to do the job.

21st Nov. 2006

Back in the summer, green 31210 was moved under shelter at the Junction, where upon most of the roof sections were subsequently removed. No1 cab is stripped as is the steam heat boiler. The power unit is stripped to the crankshaft (this major component is believed to be in good nick). Many bits were already missing when the loco arrived a couple of years ago but it's thought most/all the replacement parts have been sourced from donor locos. There is still a huge amount of work need on '210 before it even thinks of starting up!

Pioneer 'ED', E6001 has recently had its body-side glass reintroduced and a coat of gloss paint applied, although it is still some way off being ready to run. Whilst the very fiddly cab 1 roof has been re-instated after difficult and protracted repairs, the cab interior is still in need of refitting and attention to the cab floor.

S.V.R.- based E6005 + E6006 have had their share of troubles this year having enjoyed good spells of fault free running in the main, since going there over 2 years ago. In late Spring, '6' suffered a seized turbo-charger and had to be side-lined until the turbo was repaired. While out of service, the opportunity was taken to do a few other jobs like changing the diesel injectors and lube oil on the power unit. A first test run one evening at the end of June went very well so '6' is back in traffic. '5' had been suffering a niggly, intermittent 'wheel slip' fault that has proven difficult to locate. However, more recently, an axle bearing has been found to be partially seized, forcing the loco out of traffic. A bogie lift is now required.

D7633 (25283) enjoyed some attention during the 29th July diesel day. The loco had a temporary battery swap and was run around usually with the support of the cl.14 or 27066. Although the latter expired on one of the trains so the '25' took the service train without the back-up incase of failure. 7633 is still very much in need of bodywork attention and has been sidelined once again.

27066 Some months ago, 27066 had its vacuum exhausters replaced one at a time after overhaul by Northey's. During the period of enforced low power on 'vac', the '27' tended to work with the air-braked CIG unit which has since been vandalised. The fuel system received a good overhaul including attention to injectors and filters. The loco also received 'Scottie dog' transfers giving it more of a 1980's appearance. In early October there came a late appeal from the Nene Valley Railway, requesting the loan of 27066 at their Diesel Gala. '066 loco was duly dispatched at short notice and performed very well, getting involved with their continental and vacuum stock, double-heading and top'n tailing. DFDA guys provided the driver knowledge, accompanied by NVR pilotmen. '066 returned to the DFR on the 10th October.

Lastly, Pullman-liveried 73101 left the DFR on 23/10 for an extended visit to the Avon Valley Rly. but not before providing a relatively stable period of running. It's been a regular on diesel days, diesel branch line experiences and even standing in for steam one day in late summer when there was crew shortage. The distinctive electro-diesel was due to take part in the AVR's gala at the end of October and provide back-up for their Santa Specials. In the New Year it's planned to receive close attention to its bodywork from AVR tin-worm specialists and restoration of its Pullman colours. It's a little early to say yet, but '101' might be at the AVR until late next season with the option of a loco swap with another DFDA loco. Also, at some point, DFDA chaps will have to provide driver training for the AVR diesel men, very much like that provided to the SVR for E6005 & 6.

5th July 2006 - 3 monthly brief

31210 which had been languishing in Lydney yard for a while has been moved under one of the temporary shelters for a thorough power unit assessment. The top end has been dismantled and the crankshaft inspected. It appears the P/U is worth saving as the crankshaft is actually in very good nick. The fact that 31's were fitted with the harder steels in the manufacture is a major contributory factor. Apparently, 37's weren't so fortunate in this respect. If needs be, a set of pistons of will ordered but its not entirely clear if the removed set are ready for the skip just yet.

Pioneer 'ED', E6001 has been re-united with its #1 cab roof after painstaking repairs to principly the metalwork above the cab's front windows and the fibre glass edge that makes the joint to the said metalwork. Some finishing is still required to this area and rebuilding of the cab interior. #2 cab is complete. The loco still sports green undercoat as little progress had been made to the external appearance while cab 1's roof was drawing heavily on the manhours.

S.V.R.- based E6006 suffered a seized turbo-charger in late Spring and had to be side-lined until the turbo was repaired. While out of service, the opportunity was taken to do a few other jobs like changing the diesel injectors and lube oil on the power unit. A first test run one evening at the end of June went very well so '6' is effectively back in traffic to resume 'Thunderbird' duties.

The other S.V.R.- based ED, E6005 has been suffering an intermittent wheel-slip fault that is proving difficult to locate.

27066 has had both of the vacuum exhausters overhauled by Northey. The first was despatched leaving one in situ, that one being sent off when the first was refitted and tested. The '27' was essentially limited to operating with the air-braked CIG stock for the duration.

4th April 2006 - a look back over 6 months

E6001 (73001/901) was in a collision over 30 years ago (when pulling a coal train) and damaged both cabs. #2 was replaced but #1 was not, only patched up. The metal over the front windows to the glassfibre roof in #1 has been found to be in poor condition and necessitated removal to try to effect repairs (ongoing). The load bank resistor units were lifted out a while back for welding to take place in the bays. The 'banks' were craned back in on 27/2/06. The loco was noted in early March painted in primer, having lost the Merseyrail Yellow.

The Class 25, D7633 (25283) was started and moved under its own power last November, for the first time in a long while (years). Mechanical and electrical repairs have been undertaken gradually since its arrival from the Severn Valley Rly in late October 2003, although it remains in poor external condition. Until such time a slot can be prized into the restoration schedule!

The class 27 (27066/103) continues to suffer ocassional minor faults but is normally available for service. The main issue with the brake system is the life-expired exhausters which will eventually create vacuum but are not overly quick at doing it. The intention is to replace them with Reavell (pron. revel) exhausters (not the original equipment but can be adapted with minor modification to mountings, for example). The power unit governor that was overhauled in the spring of 2004 has developed a leaky diaphragm once again. Apparently, it's always been pot luck if they last for 1 week or 10 years.

ED's E6005 & E6006 proved themselves, once again, during the Severn Valley Rly. Diesel Gala (14-16th October 2005). On the first day, '5' was called upon to rescue one of the 'Westerns', towing it off for attention. When the class 50 (D444) failed as well, '6' was sent to tow the '50' and its full 8-coach train half the length of the SVR, back to Kidderminster. Obviously, it didn't break any land speed records but it completed the task. 350 tonnes - a nice work-out for 600hp. A DFDA representative who was near by when it happened remembered to set the 2-character train reporting blinds to "AA", just for good measure (if the blinds were 3-figure, it could have been RAC!).

The following week (22/10), the DFR held its 3rd and last diesel day of 2005. This was the first occasion either of the Southern EMU's delivered in early July had been pressed into service at the DFR. 3-coach CIG unit 1499 was utilised on Lydney - Norchard LL shuttles with either 73101 or 27066. The arrangement worked very well, particularly with respect to operating on air brakes. Drivers commented on the superior feel and response of the air-braked stock over its vacuum counterparts.

12th Aug.2005

03141 - the loco left the DFR mid-June after being purchased by the concern looking to operate the BP & GV line.

External body restoration on electro-diesel E6001 (73901/001) has finally got underway after months of delay due to other commitments to restore a MK1 carriage associated with the 'Royal Forester' dining train. With asbestos having been discovered when internal work was underway, the coach is side-lined, pending professional asbestos recovery. Unlike hand-painted 6005 & 6, 6001 will be spray-painted using a low volume air pressure system which keeps non-effective spray emissions to a minimum. If the outside finish turns out anything like the engineroom, it will be a sight to behold. Rumours that drivers will be issued with carpet slippers are unfounded!!

4th May 2005

ADRC 96101 - Cowans & Sheldon diesel crane weighing in at 106 tons. It has a lifting capacity of 30 tons so should be more than man enough to perform a power unit and generator lift, if required. A bid was put in for the crane in 2003 but only now has the transaction been completed with the crane arriving in Lydney on the afternoon of 13th April 2005. 73101 assisted in easing it down from the Allely's low-loader.

E6006 has been awaiting a brake valve to be returned from repairs since end of Feb., but with the part now to hand, the re-fitting and test was anticipated before mid-May.

External restoration of E6001 (73901) is very much delayed due to commitments to a restaurant coach that has been highly labour intensive, especially when it should have been a contractor doing it. The internals of 6001, however, are something else. Many, many hours have been spent on preping and painting the pipework, panels, electrical cubical and casings. It's rumoured the driver will need carpet slippers and white gloves in the engineroom. While a nice idea it's a little impractical and not true, anyway!

26th March 2005

03141 - subject to financial settlement, 03141 has been sold to a group basing itself at Burry Port near Llanelli. The loco was one of the 'cut-down cab' class 03's used on the Burry Port & Gwendraeth Valley line in the 1970's/80's before being replaced by 'cut-down cab' class 08's.

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