Last weekend a definitive Class 33 Triple Valve appeared at Williton as if by magic!
This type of Triple Valve is unique to Class 33 and so are very rare.
The type that had been fitted for initial testing of the brake system originated from another class of loco and although it worked ok, only gave a bogie pressure of 50psi when Full Service braking was demanded rather than the required 70psi.
The serviceability of the Class 33 valve was unknown but when fitted to the loco it was found to work perfectly - result!
This week the damaged underfloor control air pipe has now been succesfully repaired meaning that the only missing component from the air/braking system is the FV3 Auto Air brake Valve for No.1 cab, currently subject to a contract overhaul.
This weekend, I investigated why the repaired No.1 exhauster will apparently not maintain 21" of vacuum. I swapped the cables over at the back of the cubicle so No.2 exhauster would run from batteries, it normally only runs from auxiliary generator power. That exhauster worked fine, in fact a bit too well, maintaining 22.5" of vaccuum even without having to use the speed up, but at least that eliminated a problem on the loco itself.
So I made off the joints to No.1 exhauster and tried again but it would still not maintain 21".
I spoke to Simon and he suggested that the oil I had used in it, SAE40, was maybe a bit thick.
So I have changed it for a 15W/40 multigrade and will re-assess in due course and in particular how it performs when running from generator power.
Brad has been doing some more painting including the buffer beam air train pipe clamp, framework above the free end of the engine and the new turbo vent pipe.
The seat frames, heater covers and wiper motor brackets have been delivered to WS Restoration to be shot blasted
