Tornado’s overhaul is progressing well, with the latest step of the overhaul being the installation of ETCS (European Train Control System) and testing of electrical circuits, this was carried out at LMS (Locomotive Maintenance Services).

The work carried out included installation of a new 32mm fixed conduit under the cab floor which connects to a box on the rear frame stretcher to enable cross-engine wiring, this replaced a previous flexible conduit which had become corroded through water ingress from the usage of footplate slack pipe above.

The existing loom was pulled through the new conduit and re-attached to the two original connectors.

Work carried on at the front of the loco saw the top and lower middle marker lights and lamp brackets installed and rewired.

The bottom marker light also saw a flexible conduit and a couple of elbows installed to carry the wires from a power supply to a camera, which sits on the back of the lamp housing.

Once complete, all the lights on the front of the loco were tested along with the refurbished LED headlamps, this was followed by testing the marker lights on the back of the tender.

A fault was detected on the hazard warning flasher relay to the daytime headlamp, which meant the flasher unit would have to be replaced and, having been permanently sealed in place to stop water from getting in, it would need a full replacement.

Fortunately, a spare was to hand, which was built at the same time as the existing one in 2008.

The next was on the sensor circuit for steam chest temperature gauge, this has been moved to a new location in the new Turbogen Switch Box.

This arrangement has simplified the original arrangement, it now only needs two wires to operate the meter on the footplate while the thermocouple cable that runs the length of the engine is now no longer needed.

The test was carried out by placing the sensor in a cup of water at 50oC.

Tests on other circuits were carried out on the loco and tender, including the Shore Power inputs and cross-feeds between Essential and Auxiliary services, which all passed the tests.

The Turbogen switch box had been disconnected to allow welding to be undertaken on the smokebox. All the wires had to be reattached so they could be tested.

A new interface coupling was made to enable the air supply to be connected up to the Turbogen. After a few teething problems it ran at the correct speed and having tested its output voltage, the over-voltage trip was reset and the new tachometer start-up circuit worked correctly first time, displaying the LED ‘Up to Speed’ light before changing over to displaying the ‘Online’ LED light.

The delay timer should reduce the need for loco crews from having to keep tinkering with the Turbogens when they are first started up.

It will also enable the Turbogen to settle before any electric loads are connected. If the speed drops below 3000rpm, the Turbogen will also be able to disconnect the power to the electrics connected if steam falls below the required working pressure for its operation.

All tests were carried out to the Essential and Auxiliary input / output panels, which were working correctly and different power loads were connected and disconnected to the Turbogen, which showed everything was working correctly.

The other Turbogen on the fireman’s side was also tested in the same manner, this had seen the replacement of a new turbine wheel and it too was performing within the correct parameters for testing.

The sander indicator unit was also tested using air to operate the forward and reverse pressure switches, they worked and displayed the red flashing driver alert LED light.

A new bracket will have to be made to hold the control box as it will need to be relocated, as the existing space is now occupied with part of the ETCS installation.

The final test indicated a fault in a pressure switch of the atomiser steam indicator, which is inside the frames below the smokebox on the fireman’s side. This will need to be replaced.

Final adjustments were made, and the remaining wiring connections between the cab and frames were completed and tested. The access hole on the fireman’s side of the footplate was fitted with rubber gaiter and silicone to prevent water from the slack pipe getting to the electrics under the cab floor.

All the electric work has now been completed. The next stage will be testing the systems once more in full, when Tornado is coupled to its tender at the Great Central Railway.