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In April 2022 Sir Nigel Gresley returned from an overhaul which took more than six years and cost about £800,000 plus about £100,000 for the support coach. If you would like to make a donation towards the cost of this overhaul please click on the donate button.

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Jul to Dec 2022 Jan to Jun 2023 Jul to Dec 2023 From Jan 2024
Overhaul Reports 2015-2022   Return to Home Page

From January 2024.

30 March 2024.

The steam non-return valve seats were made and fitted to the left atomisers.

With the engine reassembled after the P&V all the locking cotters and split pins were examined to make sure everything was correctly fitted. The middle gudgeon pin cotter was found not split so was split. The Gresley gear pins were also all greased.


The expansion link die blocks were also removed for examination as grease had been getting in to the oil compartment of the left. The die blocks were thoroughly cleaned and the sealing ball at the bottom of the oil compartment examined. Both left and right had further solder added to secure the balls.

The siphon oil boxes and trimmings were examined and cleaned.

The oil pipes to the bogie stretcher that run down the inside of the right frames were removed for repositioning. When working on the middle cylinder cover, piston and valve, the pipes had to be protected and were vulnerable to being damaged. It was decided to re-route the pipes under the stretcher cover to protect them and to make access to the middle engine easier. We can do this as the bogie stretcher cover in now level and there is room below it, after the stretcher cover was modified during the last overhaul.

The DV2 valve (proportional operation of the vacuum brake when running the air brake) has a manual vent, usually opened before operation of the air brake to ensure correct function. The valve is between the frames but accessible through a frame cut out. The vent should be restricted to reduce shock unloading of the DV2. This is done with a restrictor which hadn't previously been fitted so one was made and this has now been fitted to the vent valve outlet.

The expansion link die blocks were refitted with new trimmings being made for the left block. Both blocks being oiled and greased when fitted.

The piston packing rings returned from the machine shop with their faces ground and the left were the first to be refitted. All 3 sets had new locating pins fitted. The pins ensure the sets of rings stay in the same position relative to each other. The right were the next to be fitted.

The left modified atomiser unit was refitted to the loco and the right unit was removed for modification. The steam supply pipe to the left atomiser was cleaned, annealed and refitted.

The bogie stretcher pipes were annealed and refitted and an additional bracket made to secure them to an existing frame stud. The pipe run is very tidy, and goes under the stretcher cover, well out of the way of danger. They also now run under steam heat pipe, drain cock reach rod and the vacuum pipe so any work to these will not require the removal of the stretcher pipework.

The footplate in front of the smokebox door has been modified to reduce the chance of smokebox ash getting between the loco frames. An angle was welded across the plate behind the ash deflector plate to provide a stop for any ash getting under the deflector.

The AWS plug valve was blanked off with a solid gasket and the valve refitted. This will stop vacuum being lost via the valve if it accidentally opens.

The right buffer fairing received some more cosmetic attention with filler being applied and rubbed back. The fairing was then painted by the Crewe painter.

The new screw for the in-cab conduit to the speedo and beacon was replaced by the old painted screw found next to the loco.

Off the loco the air brake M8 stand cover was given a top coat of gloss black.

The smokebox footplate was refitted. Before final fastening down the new steel flat sealing strip at its leading edge was sealed with silicon. The deflector plate was then refitted.

The middle piston packings, the last to be fitted, were chamfered to provide an oil wedge, then fitted.

Tea Towel

The intermediate air hoses removed for copying for spares were refitted. The last was the main reservoir hose that takes air from the air pump to the reservoir tanks on the back of the tender. It was noticed that the pipe it fastens to on the tender frames was bent. The hose is very stiff and has quite a bend to it so it looks as if the force has bent the tender pipe. The hose was left off for now.

The screws on the cab side required painting, the paint around them being broken on our flush sided cab. The repainting was discussed with our painter. It was decided to fill the broken paint as best we could and touch up with paint, otherwise we would have to repaint the full cabside. So the broken paint was carefully filled as we wouldn't be able to rub down the filler as this would damage the surrounding paintwork.

The right atomisers were fitted with steam non-return ball valves. This unit required more work with the valve holes requiring tapping to their bottoms as the thread stopped short. The dimensions of the seats for this unit had to be modified to accommodate the differences in the internal passages compared to the left done previously. When tested on air there was a blow back through way 2. The oil inlet non-return valve was examined and debris was found to be keeping the valve open. This was cleaned out and the unit reassembled. With air, all the ways were found tight and isolated from each other. The right atomisers were then refitted.

As part of the piston and valve examination we decided to test the cylinder oil delivery. This was done using measuring beakers held at the cylinders for 20 turns of the lubricator.

The cabside screws received further coats of paint to help fill and disguise the screw heads.

The tender main reservoir pipe that was found bent had its end fittings removed. The pipe was heated and bent back to shape. A bulkhead bracket was made to support the pipe end fitting where the hose attaches so that the pipe will not be subject to strain from the hose.

The cab pressure gauges returned from annual calibration were refitted in the cab. New longer domed brass screws from our stock were used for the cab roof bracket mounted gauges, and very good they look too. They are also longer than the old screws so we can fit spring washers as the nuts on the screws have worked loose in the past.

The drop plate on the side of the shovel plate upstand was refitted. This gives the fireman something to shovel coal against when it is on the floor.


Small pieces of angle were made to locate the cab toolbox on the floor as it can move against the right injector pipework.

The air pump lubricator was fitted with a new return spring. The old spring broke on our trip to Edinburgh last year.

The new tender main reservoir bulkhead plate was fastened to the pipe end and the area of the frames to which it is to be welded was ground back as a weld prep. The bracket was ground and all assembled in place for welding by LNWRh.

As the loco was now outside and cold weather was forecast the tender and injectors were drained and their caps left off. The pipe to the OTMR steam chest pressure sensor was also disconnected as this contains water and if froze would damage the sensor.

The leading tender bearings take a lot of hammer and show wear to their ends, so it was decided to remove them for examination. To do this the axlebox has to be jacked up to release the bearing.

Once the main reservoir bulkhead bracket was welded on to the tender frames the area was painted and the pipe end fitting assembled. The water hose for the right injector was refitted as this had been removed for access for welding. The intermediate vacuum train pipe removed for welding access was put up. The water and vacuum couplings were flogged up.

Meanwhile the boiler was boxed-up and the gauge frames assembled by boilershop, and the boiler filled ready for lighting up.

The injector caps previously removed as a frost measure were refitted. The pipe at the steam chest pressure sensor was refitted and while the floor was up the bracket for the drop grate was greased.

The electrical systems were reconnected now we had finished winter maintenance and no further welding was planned. The GSMR batteries were replaced by LNWRh earlier. All systems worked satisfactorily after the GSMR had been charged.

The loco was oiled to flush through and new expansion die block top oilers fitted. These are now easily operated flaps whereas previously they had been corks which were difficult to remove and refit and had a tendency to work out.

Outside on the pit the firebox, grate and ashpan were cleaned ready for lighting up.

The operation of the lubricators from the drive linkage was checked for lost motion/backlash. To do this the crank rod was separated from the drive linkage. This way the drive can be operated by hand to make sure both lubricators drive equally and to check how small a drive movement will cause the lubricator to operate.

Meanwhile the loco was lit for it's annual exam and insurance hot exam. Next day the loco was in steam and boilershop set the safety valves. All the steam systems were run and everything operated satisfactorily including the air pump lubricator fitted with its new spring.

While steam was being raised the mechanical lubricator actuation was tested. The outlets at the atomisers were tested for oil delivery and proved consistent across the loco. While the linkage was apart it was greased and reassembled. Finally the atomiser outlet pipes were refitted and the steam supply was opened to check for steam leaks and to see steam from the drain cock pipes.

The cab toolbox locating brackets were completed and fitted.

Next day steam was raised again for the hot insurance exam and the last annual exam tests were carried out. The left steam sands trap had to be cleared before it would work correctly. The problem seems to be water and oil entering the traps. Both sides were cleaned out and both were wet.

The final electrical system examinations were carried out with the testing of the TPWS. The DV2 and AFT cock were both operated as part of the test so both were re-tagged.

As part of the in-steam exam the air pump governor was adjusted to give a higher air system main reservoir pressure.

After steam test the boiler mud door blisters were refitted and then we give the loco a wipe down and clean after it was moved inside the running shed.

On the inside pit the oiler pad and journal exam continued after being started on the outside pit. The last to be examined were the driving pads which require the oil reservoir covers to be removed. After examination the existing leather gaskets were refitted and the covers secured. They are fastened with numerous nuts on studs. New washers were fitted in some locations and finally the studs are fitted with split pins.

A number of defects raised by LNWRh during their annual exam were closed out. Some of the tender spring end bolts were found to need tightening and the speedo wheel diameter compensation cover needed security wiring after it was accessed for speedo calibration.


In steam the right injector had a slight blow from the overflow so the steam valve was removed from the clackbox for lapping in. The valve was skimmed in the lathe and then lapped in to the clackbox seat. To guide the valve a lapping jig for the B1 was borrowed from LNWRh but required a little modification to fit, though that won't affect its use on the B1. A new guide bush for the lapping jig was also made to suit our valve. The steam valve body was stripped and cleaned and reassembled before refitting in the clackbox.

Later that week the loco was coaled and coupled to the support coach ready for our test run to Chester. The firebox was cleaned and a fire lit. With our cooker now professionally installed in the coach kitchen we connected up a propane bottle.

Last year we identified a steam leak on the coach going to the toilet heater. It was from an elbow fitting at the solebar. This was blanked off.

With the loco in steam the air pump was run up and had a blow from the steam cylinder piston packing so the packing nut was tightened and locked.

The loco and coach were prepared for the mainline run and the coach axleboxes greased. The coach horn stay nuts were checked for tightness as they have been known to work loose.

Next morning the steam heat was put on the coach. There were a few leaks. One from an old crimped pipe off the main pipe run. This will have to be properly blanked off. Another from the main pipe behind a mounting bracket under the workshop where the pipe has corroded behind the bracket. Another leak was found under the kitchen where a pipe had parted from an elbow. The olive on the pipe was loose, so a new olive was fitted and the joint remade.

A handle was fitted to the steam heat valve in the guards compartment which allows the heater to be used. I assume the handle was initially removed to prevent its use as the old pipe, which was replaced by our piping team, was holed near the floor.

Next day we did two round trips to Chester from Crewe. With the cylinder lubricator set to maximum feed there was plenty of oil on the piston rods and at the drain cock pipes. The timing of the loco remains very good and no problems were encountered.

After a day in the office we were back to prep for the Kings Cross to York job. Outside on the pit the loco was lit and the usual prep was carried out.

There was also a Health and Safety walk-round and we had to rearrange the support coach and get a few items PAT tested. We also had the task of rearranging our hydrant hoses so they fit in the workshop.

The firehole baffle was working loose so a stud was welded on the outside end to located on the inside of the firehole door. This stops it moving.

The steam sands traps were opened to clear wet sand but they were found to be still dry and worked when tested.

We then worked the empty stock from Crewe to Southall. At a water stop, water was seen dripping from the ashpan. The ashpan sprinkler valve wasn't hard on so was screwed hard shut. After arrival at Southall a new seat was fitted to the valve to stop it passing.

At Southall we didn't have much time before we were back out to go to Kings Cross so we were lucky to have our skilled support crew who can look after the boiler and oil round. The loco also got another clean.

Early next morning after a few hours sleep there was a quick prep with the crew arriving for a shunt just as the brakes were ready for testing.

The run went well with an ORR Inspector on the footplate. After Doncaster the loco didn't steam so well and the firebed was thickening. At York the fire was thick with ash and it was a struggle to maintain water and pressure during the run-round. When back on the train and taking water the fire was dropped. The mechanical lubricators were topped up, as while running in the right valve liners and new rings the lubricator is turned up to max. After all the hard work by the support crew we managed a right time departure from York.

Back at Southall the loco was again prepared for a mainline run with the ECS back to Crewe. At disposal the right leading drain cock pipe was found fractured at the bend.

  • Die block.
    The left expansion link die block being removed 29 January 2024.
    Photograph © Richard Swales.
  • Oils pipes.
    The bogie stretcher oils pipes are now nicely bundled running down the loco frames 31 January 2024.
    Photograph © Darrin Crone.
  • Conduit fasteners.
    The speedo and beacon conduit fasteners have broken the cab side paint, now filled 1.
    Photograph © Darrin Crone.
  • Buffer fairing.
    The right buffer fairing refitted and repainted 2 February 2024.
    Photograph © Michael Farmer.
  • Lubricator.
    The air pump lubricator has been fitted with a new return spring 6 February 2024.
    Photograph © Richard Swales.
  • Pressure gauges.
    The cab pressure gauges have been refitted 6 February 2024.
    Photograph © Darrin Crone.
  • Bulkhead plate.
    A bulkhead plate has been added to the tender frames to support the main reservoir hose. 12 February 2024.
    Photograph © Darrin Crone.
  • New lid.
    A new lid has been fitted to the expansion link tops to remove the troublesome corks 13 February 2024.
    Photograph © Richard Swales.
  • Axlebox bearings.
    The leading tender axlebox bearings being removed for examination 13 February 2024.
    Photograph © Richard Swales.
  • First fire.
    The first fire of 2024 13 February 2024.
    Photograph © Darrin Crone.
  • Oiler pad.
    The oiler pad on the left driving journal during examination 20 February 2024.
    Photograph © Darrin Crone.
  • Oil reservoirs.
    The axlebox oil reservoirs being refilled 21 February 2024.
    Photograph © Richard Swales.
  • Steam valve.
    The right injector steam valve and lapping jig 21 February 2024.
    Photograph © Richard Swales.
  • Steam valve.
    The steam valve refitted in the clackbox 21 February 2024.
    Photograph © Darrin Crone.
  • Piston packing.
    The air pump steam piston packing with locking plate after adjustment 25 February 2024.
    Photograph © Darrin Crone.
  • At Chester.
    At Chester, turning during the test run 26 February 2024.
    Photograph © Darrin Crone.
  • At Tring.
    Working the ECS to Southall for the King's Cross - York job seen at Tring 1 March 2024.
    Photograph © Keith Jackson.
  • At King's Cross.
    About to depart King's Cross looking toward Gasworks Tunnel 2 March 2024.
    Photograph © Darrin Crone.
  • At Southall.
    Ready to return to Crewe seen at Southall 3 March 2024.
    Photograph © Scott Mifflemiss.

20 February 2024.

The section of footplate framing cut away for boring the right valve bore was painted before the refitting of the right buffer fairing.

Cleaning of the removed valve heads of carbon deposits continued. While LNWRh continued to machine the new valve and piston rings.

The loco pressure gauges were delivered to our contractor for their annual calibration.

Meanwhile the right gudgeon pin was removed and the connecting rod lowered to access the little end bush to make new oiling felts. These were then put in to soak in oil overnight as required before fitting.

This winter LNWRh wanted to fit a flashing beacon connected to the AWS/TPWS horn. This is a standard fitting on their locos and is a visual backup to the sound of the horn on the footplate of noisy steam locomotives. We agreed that the beacon be fitted on the back of the drivers side gauge bracket where the terminal box would be hidden by it. It's not authentic but we have reduced its visual impact as much as we can. LNWRh carried out the installation, first making the bracket to mount the terminal box. The installation uses hard conduit so the braided speedo cable that ran up the cab side to the speedo has been cut back to join the conduit at the TPWS enclosure where the braided cable comes up past the floor.

After the rings were machined LNWRh moved on to machine the 2 new valve heads for the right valve. Removing one old head from the spindle and measuring from the other old head on the spindle to the new head to ensure the new heads are in exactly the same position as the old, so maintaining our valve timing.

Back at the loco the boiler door blisters were removed in preparation for our scheduled washout.

The new felts, now soaked were fitted to the right little end bush and the little end reassembled. The little end pin nut flogged and the cotter fitted. All 3 piston crosshead sockets were then cleaned out in preparation for the fitting of the pistons.

As part of the beacon fitting the speedo was removed. The speedo is connected to the TPWS enclosure and on to the OTMR (recorder). Now the new conduit it fitted the speedo signal back to the OTMR will now be taken off at the TPWS enclosure rather than direct from the speedo indicator.

The modified tender shovel plate right upstand was repositioned and welded in place by LNWRh. It was retrieved from the boilershop and trial fitted in place. The shovel plate itself required trimming to fit now that the supporting upstands are closer together. It is located on dowels on the shovel plate and the dowel on the right had to be repositioned. This was marked up, drilled through and the dowel re-weld in position. The upright strip to contain the coal on the right of the plate was also re-welded in. The handbrake shaft is now outside the shovel plate which should stop it getting clogged with coal.

As the new valve rings arrived they were tried in their bores and the cuts filed until the specified gaps were achieved, being measured in position with feeler gauges. With the valve rings gapped they were put on the milling machine to cut a groove in them that locates in a peg in the valve head. This stops them rotating in the valve head and prevents the ends of the rings passing over a port with the possibility of trapping and breaking. They were then tried in the valve head grooves and some were found to be a bit tight. The tight ones were measured and were top tolerance so were put back on the grinder until within spec.

The piston rings were now available and the outside piston rings were fitted and finally the middle piston between the frames.

As we have separated the piston rods from the crossheads we can remove the entire piston packing assembly. The opportunity was taken to refurbish the assemblies. The spherical pieces that seal on to the outer gland plate, had their back flat faces that contact the packing rings skimmed as they had picked up some marking. The spherical faces were lapped in to the plates.

With the beacon conduit fitted the speedo was refitted using a new connector. With the OTMR speedo signal now removed from the speedo unit the additional spacer piece, a preservation fitting, that housed the take off, has been removed. While examining the refitted speedo I noticed grit and dust behind the glass so it was taken down and the bezel removed and cleaned out. The mild steel screws used in the back of the unit were replaced by SNG with stainless steel screws. Mild steel not doing well over time in the aluminium body of the speedo as we found previously.

Also in the cab the M8 air brake stand cover was removed for its annual refurbishment after a year of taking strikes from the fireman's shovel. The cover has now been filled and repainted.

With the buffer fairing refitted a start was made on filling around the mounting screws where old filler had broken away.

The cylinder cover gaskets were annealed. Meanwhile the piston gland spring cups were de-carboned.

The new speedo/beacon conduit used the existing BR fitted clamps on the cab side. These are secured by countersunk screws hidden on the outside of the cab. These being disturbed had damaged the cab side paint and some were left loose for SNG to secure. These have now been tightened up.

With piston rings fitted, covers prepared and gaskets annealed a start was made on fitting the pistons beginning with the left. With the piston rod just out of the crosshead the piston packing assembly was fitted, less the packing rings, which can be fitted later. The piston was then pushed in to the crosshead and the main cotter drove in. The cotter went in a little further than previously so the existing safety cotter couldn't be reused.

With the valve rings completed the right valve was first prepared for fitting with the rings finally fitted in the heads and retained by trapping them with bits of plastic bag. The right trailing valve cover was refitted. Some of the rings wouldn't go in flush but there is clearance in the bore for the heads so we tried to fit the valve but couldn't get it in. While we pondered, the right piston was refitted. After the piston packing assembly was put on the rod it was secured in the crosshead with the large cotter and the safety cotter fitted.

The new right piston valve rings were removed for examination and their depth measured as they prevented the valve from entering the steam chest. They were oversize which made them project too far above the valve head. The oversize was caused by the peening of the inside surface. This is done to expand the ring outward so it presses against the liner in use, however the peening produces a roughened inside surface and this had increased its depth. The peening marks were then removed and the rings refitted to the valve. This time the valve went straight in. With the right piston valve in the trailing gland packing assembly was fitted in to the valve cover.

The left piston crosshead safety cotter found to be loose, was welded up so that it could be filed to refit.

Meanwhile the speedo was calibrated by a LNWRh contactor. After calibration the nut and cotter were refitted to the speedo transmitter crank. The speedo transmitter for calibration is connected to an electric motor simulating the movement of the wheel.

During calibration the bezel was removed and this was refitted before the calibration was completed. Unfortunately I dropped one of the bezel screws and it couldn't be found, so the screws were sized and a new batch of bezel screws bought and fitted. They are a big improvement on the dull old ones.

After fitting the right trailing piston gland packings we went on to refit the right trailing valve guides and valve crosshead. The combination lever was also assembled in to the valve crosshead and linked to the radius rod. Finally the pipework to the valve guides was reconnected.

Also on the right side the expansion link bottom motion pin was removed for examination as in some positions this continues to be tight. The removed pin looked OK so the hole was cleaned out and the pin refitted.

On the left side the gudgeon pin was removed from the crosshead and the connecting rod lowered to access the little end pin for making the lubrication felts. These were made and left to soak in oil for assembly the next day.

The left piston valve was now being worked on. The rings were now being carefully measured and the peening marks removed. Some rings were remade so that we had a full set of rings with sides fully ground.

Back on the right side the leading piston valve cover was refitted. The valve packings were fitted, then the inner valve guide and valve crosshead. The crosshead was then cottered to the valve spindle after ensuring the correct spacing button was fitted. Finally the outer valve guide was fitted and the lubrication pipes connected. Finally the safety cotter was fitted and split pinned.

The right cylinder cover was then refitted and the cosmetic outer cover put on.

The cotter in the right trailing piston valve crosshead was loose when tried in so this was welded up to be filed and fitted tight, but the welding had made it very hard so after a struggle it was decided to make a new cotter. In half the time spent trying to file the old cotter a new one was made and fitted.

After fitting the safety cotter the union link and combination lever were linked up. Leaving the combination lever loose at the bottom end had allowed the valve crosshead to be moved to access the safety cotter more easily.

On the left side the new little end oiling felts were fitted. The connecting rod was lifted and the gudgeon pin fitted. The nut being flogged up and finally the cotter fitted.

The new batch of left leading valve rings arrived from the machine shop to join the left trailing which were in the process of being fitted to the valve.

Our new, spare, intermediate air system hoses also arrived with our service hoses that were used as patterns for the production of the new.

The left piston valve was finally fully populated with rings. Some had to have the internal peening marks removed but finally they all measured under the valve bore size. So the Gresley gear was moved across the loco to give us clear access to the leading end of the valve chest and the valve was lifted in.

With the left valve fitted the trailing valve gland packings were fitted. The trailing bronze top hat piece being different from the others in being filed out on one side to clear of the spindle. We also found that the gland follower plate in this location only fits one way up, so it was hard stamped to make this clear for the next time.

The valve crosshead was then coupled to the valve spindle after checking we had the correct spacing button. The safety cotter was refitted unmodified. The left combination lever was linked to the union link.

The left leading valve cover was then refitted while the left little end oil pot was cleaned out, and the pin trimming and nipple removed to allow oil to be fed directly to the new felts.

The loco axles received their routine ultrasonic examination, the Cartazzi and tender axlebox covers were removed and refitted by SNG. One of the tender axlebox cover studs has very worn threads so will require a new stud making. This was recorded as a defect and will be dealt with.

The cab pressure gauges were received from routine calibration.

Back to the reassembly of the loco, the left leading valve gland assembly was refitted, with the top hat marking LB being obliterated with a dot punch to avoid confusion in the future. On the inside of the valve cover the cod's mouth key guide was refitted. A washer was put between the guides to better align the door key guide with the door operating shaft square end.

The left cylinder cover was then fitted.

The middle valve rings were fitted to the valve.

The left leading valve crosshead was then put up and the valve guides. It was cottered and finally the lubrication pipes reconnected.

With the middle valve rings refitted the valve was refitted. It was lifted in to the frames and passed on to a volunteer in the frames. It was then lifted up to the underside of the boiler and passed forward in to the valve chest. It easily slid in when aligned correctly. To get the valve in the oil pipe to the left leading axlebox hose was removed.

The middle cylinder cover was prepared for fitting while the cylinder face was cleaned and graphite grease applied. The middle cylinder cover was put back in to the pit and lifted up to the bogie stretcher. With it secured temporarily, the middle valve spindle rod was pinned to the middle valve crosshead.

The M8 air brake cover refurbishment was completed with the application of a coat of gloss.

The left leading bogie splasher was refitted.

The middle cylinder cover was then finally fitted. The leading middle valve gland was then tightened and the assembly cottered. The "C" nut on the valve spindle was tightened and a locking cotter fitted.

The middle piston valve trailing cover was prepared for fitting. An oiler clack valve is fitted to the cover and this was removed for examination. It was found that the sealing face had been deformed, looking like at sometime it had been pinched in a vice. The face was then scraped and finally lapped to the oiler cover. When a good fit was obtained it was refitted to the valve cover after the cover was fitted.

The Gresley gear 2:1 lever fulcrum pin was the flogged up and a cotter fitted.

The trailing middle valve cover was then lifted up in to the frames from the pit. It will only go on the spindle if the spindle end is adjacent to the access cut out in the frames, so the valve was pushed forward and then the cover fitted. The tailrod cover was then fitted and the oiler and the oil pipes refitted.

While refitting the oil pipes a loose bolt was found, inboard on the cylinder lubrication pipe clamp where fastened to a footplate bracket just in front of the gravity sands pulley. This was tightened.

Back outside the frames, the outside valve links were re-pinned to the 2:1 and 1:1 levers. The gear was then moved with the reverser from full back to forward a couple of times to check the movement. All was smooth without any noise.

Finally the spare, unused and retained broken piston and valve rings was sorted in to a box for putting in to storage. We also found a little time to have a sort through our gear we keep in the running shed and move a van load to the container.

The pin trimmings and nipples were refitted to the little ends and the reservoirs filled with oil. The middle cap was wired on.

The speedo cover removed during calibration was also wired.

After a quick check round the loco to check all was pinned, the left gudgeon pin cotter was split.

In the coach a 24V light has been fitted in the kitchen. A real game changer as now we have a proper light in the kitchen when we are off the mains supply. The coach light fittings were also repaired so now all work and new LED lights are fitted in the original corridor fittings. These bulbs are much brighter than the old incandescent bulbs.

  • Piston rings.
    Piston rings ready to be fitted 2 January 2024.
    Photograph © Darrin Crone.
  • Handbrake shaft.
    The handbrake shaft is now outside the shovel plate 4 January 2024.
    Photograph © Darrin Crone.
  • Fit checked.
    The left piston gland plate and spherical piece fit is checked 9 January 2024.
    Photograph © Darrin Crone.
  • Grinding.
    The piston valve rings during grinding to achieve accurate thickness 9 January 2024.
    Photograph © Darrin Crone.
  • New conduit.
    New conduit fitted on the inside of the cab taking speedo and beacon cables 10 January 2024.
    Photograph © Darrin Crone.
  • Piston fitted.
    With rings fitted the right piston is fitted 11 January 2024.
    Photograph © Richard Swales.
  • Fitted.
    The right valve cover and packings are fitted, as is the fairing 16 January 2024.
    Photograph © Richard Swales.
  • Checking.
    The dimensions between exhaust edges of the valve heads are checked 16 January 2024.
    Photograph © Richard Swales.
  • Crosshead fitted.
    The right trailing valve crosshead is fitted 16 January 2024.
    Photograph © Darrin Crone.
  • Crosshead cotter.
    The right trailing valve crosshead cotter, safety cotter and split pin fitted 17 January 2024.
    Photograph © Darrin Crone.
  • New bezel screws.
    New bezel screws fitted to the speedo, exactly as the originals 22 January 2024.
    Photograph © Darrin Crone.
  • Middle valve rings.
    The middle valve rings are put in the valve head 23 January 2024.
    Photograph © Richard Swales.
  • So far so good.
    So far so good, the middle cylinder cover on the bogie stretcher on its way to fitted 23 January 2024.
    Photograph © Richard Swales.
  • Oiler.
    The middle valve tailrod oiler being refurbished 24 January 2024.
    Photograph © Darrin Crone.
  • Trailing cover.
    The middle valve trailing cover ready for refitting 24 January 2024.
    Photograph © Darrin Crone.
  • Kitchen light.
    The new coach kitchen light running off the coach batteries 25 January 2024.
    Photograph © Darrin Crone.
  • Atomiser unit.
    The left atomiser unit being measured for fitting steam side non-return valves 26 January 2024.
    Photograph © Darrin Crone.
Jul to Dec 2022 Jan to Jun 2023 Jul to Dec 2023 From Jan 2024
Overhaul Reports 2015-2022   Return to Home Page

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