The Restoration Story - 1999
The Spring of 1999 saw 37099 on the road once more, this time from Sherringham to Toddington on the Gloucestershire Warwickshire Railway (GWR) by the invitation of The Growler Group, who had become the trustees of the locomotive. The locomotive arrived at 03:00 on Sunday 18th April and was unloaded later that morning.
Some of the first work carried out included removing a large amount of spare parts from the engine room that had been transported with the loco. We also, took the opportunity to fill 099's air systems from another loco and test all of the brake controls etc. A few minor air leaks were attended to and repairs made to the Drivers Safety Device (DSD). The missing radiator fan shaft was replaced and some new floor sections fitted to No.2 cab.
The fixed beam headlights were removed from both ends of the loco and replaced with the original style hinged type as used extensively in Scotland during the 1980's. A start was also made on the bodywork, where a huge amount of effort would be required to cut out rusted patches and replace with new 'good' sections.
37324 is unloaded onto the GWR. 18th April 1999 (Photo Steve Beniston)
A lot of time was spent ensuring that all of the internal electrical machines were in good order. These included compressors, exhausters, blower motors, lubricating oil and fuel pumps etc. All were checked out and new carbon brushes were fitted where appropriate. Oil levels were topped up and all of the necessary bearings etc. were greased.
The previously mentioned spare set of bogies were delivered to Toddington and restoration work began in earnest on them. All of the missing brake gear was re-assembled, and the braking systems tested. The traction motors were given a thorough clean with specialist electrical cleaning fluid and any damaged carbon brushes replaced.
Towards the end of the year, a bogie change was undertaken on the carriage jacks at Winchcombe Carriage & Wagon department. The absence of the power unit made the loco light enough for lifting on carriage jacks, which set aside the need for hiring cranes or loco jacks. This was no mean feat to achieve on a preserved line with the resources and facilities available and was a great confidence booster for all those involved. Several weekends were then spent underneath the loco reconnecting the traction motors and attaching all of the brake pipes etc.
All we needed now, was the power unit with a serviceable generator.