LOCOMOTIVE ENGINEER'S REPORTS
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 | Jan to Jun 2024 | Jul to Dec 2024 |
| Overhaul Reports 2015-2022 | Return to Home Page | |||
January to June 2024.
10 July 2024.
The Grosmont container which we had planned to empty for years now has finally been cleared. The final items were loaded in to our van and taken to our other North Yorkshire storage location. The NYMR MPD were informed and the container left unlocked. End of an era.
Back at the loco in Crewe the oil levels were checked from the last run and the results added to our records of oil consumption.
We went to our Crewe container to get a couple of firebars so that we have 1 of each type in the support coach as spares. We had used our spare intermediate while at Southall.
As the boiler water was seen to roll in the right water gauge during the last run, the gauge frame was rodded through by LNWRh Boilershop to make sure it was clear. A new plug was fitted to the lower frame as the removed plug was worn on the threads. No obvious obstructions were found indicating the boiler water was foaming. The boiler water was changed.
Next day was fire lighting for our next trip. The usual tasks were carried out such as putting the electrics on charge and adjusting the brakes.
The handle on the tender air drain was found broken off. We found a similar valve and used the handle on the in-situ valve. The old valve was repositioned by putting a new thicker copper washer on the connection. The valve handle is now in a better position for operating from outside the frames.
Meanwhile we had volunteers who polished the tender sides and back, and the cab sides.
The firebox was cleaned and there was an impressive array of birds nests (deposits from the fire) on the roof stay nuts. A warming fire was lit.
It was reported on the last trip that the injectors were knocking off at times when on the road. This was put down to the water regulator valves moving due to vibration. So the lock nuts on the bottom of the valves were carefully tightened. There's very little adjustment from locked up to really slack, but they worked with no complaints on the next trip.
The steam sands traps were cleaned out though they were found dry, unusually. The pipes were cleaned out with a new long spring pipe cleaner that worked very well.
New piston packings were fitted to the right piston rod by LNWRh with guidance from SNG. The ones we fitted late last year have never really settled down and have been prone to blowing.
During the FTR some loose fasteners were found. A loose nut on the speedo plug in to the transmitter, a loose locking nut on the left cylinder fairing and a loose nut on the footplating behind the right steam sands sandbox pipe. All were secured.
Next day we didn't have long to clean the loco and finish prep before the loco had to leave the shed for turning around Crewe.
New batteries were fitted to the cab lights.
The Gresley gear was greased. It was difficult to get the inboard 1:1 pin to take grease due to the grease gun not making a good seal with the grease nipple. Upon inspection the nipple was marked so it was noted that it should be changed. Crewe didn't have any of the correct size to change so SNG ordered some.
We get the sound of a tyre flat on the tender at times. It sounds like it's the leading wheelset, so the loco was rolled in steps and the tyres examined. No obvious flats were found. The mystery continues.
Next day was a Chester - Carlisle Fellsman and the loco ran very well, though we had to take a LSL support coach as we had picked up a flat on our support coach during the Anniversary run in May, and it had been measured to be in excess of what we are permitted to run with on the network.
Our coach was sent for tyre turning to remove the flat, but it was found by the turners that if turned the tyre would be below scrapping size. There's a permitted maximum difference of wheel size on the coach and it was found that all the coach tyres would require replacement. This is quite a blow as doing this work for 8 new tyres is very expensive. Not only expensive but tyre forgings are made abroad to very long lead times.
After a number of phone calls we located some tyres and began to organise the job. To chage the tyres requires the roller bearing axleboxes to be removed. Crewe offered to lift the coach and remove the wheelsets. They also agreed to organise the transport with their preferred local haulier. We then had to track down the correct procedure for the bearing work on our, almost, unique mainline registered BR1 bogie fitted wheelsets. Again after a number of phone calls we tracked down the BR procedure and a copy.
Back at Crewe the loco was now stopped for washout so the opportunity was taken to catch up on some of our booked defects. The new grease nipple was fitted to the inboard end of the 1:1 lever and the pin took grease from the grease gun.
The left steam pipe joint at the smokebox side was remade with new packing and sealant.
During the removal of the primary spark screens the boilershop had noticed the atomised oil union at the middle steam pipe looked to be leaking. I noticed that the oil pipe had been bent to the smokebox floor near the steam pipe. The pipe is a little exposed, so it was decided to remove the pipe and re-shape to run closer to the steam pipe, and then remake the joint.
To remove the lubrication pipe the ejector exhaust pipe drain was removed. The pipe was then annealed, reshaped and then fully annealed before fitting. The joint was cleaned and examined and reassembled. Finally the drain was refitted. It was noted that the pipe would be better clipped to the smokebox side to retain its position. This has been noted to be done.
With volunteers available on site to help out they did a great job of washing around the bottom of the loco.
While in the smokebox it was noticed that the door bar used to secure the door was contacting the back of the door so it was requested that the Boilershop welder adjust the position of the doorbar ends to ensure the door is firmly clamped shut on the rope seal. This work is ongoing.
As we did work to the atomisers during the P&V exam early in the year, we had scheduled an atomiser examination to be done at this washout to see how they are getting on. So the units were removed to the bench. The units were stripped and one of the baffles was found to have a piece of scale at its inlet. Particles of scale were also found elsewhere in the atomisers and this was cleaned out. This must be coming from the boiler. To enable small particles to pass through more easily some of the clearances in the internal passages were increased. The machining of the atomisers was carried out by LNWRh. The atomisers were then reassembled and refitted. We have scheduled another atomiser exam at the next washout. We are investigating the possibility of putting a strainer in the steam line from the boiler.
The cylinder lubricator was also checked for lost motion by disconnecting the drive from the crank rod.
The loco was lit for steam test after we had finished in the smokebox. As the loco heated up a cord was tied on to the cab sheet corners to prevent it from lifting when travelling backwards at speed, which we do when working trains starting from Chester or Blackpool. To lower its visual impact the cord was painted black.
The atomisers were refitted and the system primed by operating the cylinder lubricator. Each of the atomiser outlets were checked for steam and oil. Finally the lubricator linkage was reconnected.
The ejector exhaust connection at the cab front was remade. It had been previously nipped up as steam was seen at the joint. New packing was put in as the old was found life expired.
The loco was successfully steam tested and the mechanical exam started. The loco front bufferbeam yellow (reservoir) air valve was found loose so the lock nut was tightened with a punch as it is otherwise inaccessible.
As part of our ongoing monitoring of the crankaxle an examination was carried out and recorded on our record sheet.
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10 June 2024.
At Southall the smokebox was emptied of ash and the right steam pipe seal against the smokebox examined. There was evidence of an air leak, suspected from previous exams. As it wasn't affecting the locos steaming it was decided to monitor it and repair back at Crewe.
The firebox was cleaned. As we'd been shunted outside on to a pit to do this work and the shunter was waiting for us to finish, so two of us tackled the job. A new intermediate firebar was fitted as one in the grate kept falling between its supports.
Now shunted inside the bogie axleboxes were drained to check for water contamination.
One of the screws securing the axlebox top cover on the trailing left coupled axlebox had worked loose and had become trapped between the horn casting and cover. This had bent the cover so the remaining securing screws were removed and the cover was removed for repair. The cover was easily straightened out and refitted. The outboard screws are countersunk in to the plate as there isn't sufficient room to get a normal hex head screw in. The old screws are slotted but it is impossible to get a screwdriver in, so socket screws were tried. Even with a cut down and modified Allen key there still wasn't enough room, so slots were cut in the head of the screws and they were driven round until tight.
All the little and big ends, and coupling rod oil reservoirs were dipped to measure oil usage from the last trip. While climbing around the inside of the loco it was noticed that there were runs of oil around some of the nuts on the leading side of the right driving horn casting. The paint was also broken so they were examined for tightness. They weren't loose-loose but would definitely take a tighten, so they were flogged up and marked to monitor any future movement.
One of the footsteps below a guards door had worked loose. The bolts holding the step were removed and additional washers added and the bolts tightened. The spring washers on the metric bolts were working in to their imperial bolt holes.
The oil hose elbow at the left driving axlebox oil tray was re-positioned by using a new copper washer between the elbow and tray. The hose now hangs at a better angle and any tension will not now tend to work the elbow loose.
The mechanical lubricators were filled and the inside axleboxes were filled with oil.
The flexible conduit to the AWS "Sunflower" enclosure is rubber covered and it had worn through where it was contacting the whistle shaft bracket. The conduit was covered with rubber tape and the fitting at the hard conduit end was tightened to position the flexible conduit away from the bracket.
To match the vertical cabside handrails the paint was removed from the horizontal handrails beneath the cab side windows and they were polished.
The slacker valve has been passing at times when closed so the valve was stripped. The valve was lightly lapped to its seat though a better job would be to use a lapping guide to keep the valve straight. A sketch was made so a guide can be made. Another ring of packing was added to the valve spindle.
The brakes were adjusted.
The coach was also washed and the window frames were cleaned. We then went home.
The loco's next trip was to return to Crewe on a Euston to Chester job. The support crew was led by an LSL duty engineer ably assisted by SNG support crew. The trip went well though a small section of backhead cladding fell off. The piece is below the ejector and was historically tack welded on. We'll have to do a better job.
I returned to the loco the day after it arrived back at Crewe. The right steam pipe where it passes through the smokebox side had been leaking air so the packing plates were removed. This required the bolts, though only a couple of years old to be burnt off. The joint and packing plates were cleaned off and a new packing rope put in and the joint assembled with fire clay.
The oil levels in the rods were measured to monitor oil use as it indicates the effectiveness of the lubrication of the bearings.
Meanwhile in the coach, compartment 2, the CME's drawing room, had its ceiling repainted.
In the firebox the arch and grate were cleaned but we weren't permitted to drop the ashpan in to the pit.
Back in the office a new oil level record sheet has been formulated so that we can keep a central record of oil usage, and the Engineering Information Pack has been updated with a new Attestation Statement.
We were soon back at Crewe to carry out prep for the 65th Anniversary special commemorating the 112mph run in 1959.
The section of backhead cladding was tried back in position. It looks to be marking the ejector drain pipe so it was decided to alter the plate before refitting.
In the coach a board was fitted over the luggage rack in compartment 5 to help store sales items. It was also found that some of the racking brackets were loose, so these were tightened. A good job these were checked.
The steam sands traps were cleaned out of damp or oily sand, now a regular prep activity.
There had been a blow from the steam chest union under the leading right boiler cladding hatch. We had previously tightened the joint but it still leaked, as evidenced by the marking to the frames. So, the joint was separated, cleaned up and remade.
While remaking the steam chest union it was noticed that there was oil running from one of the leading right horn bolts. It was hammer tested and felt not to be tight, so this was flogged up. The nut was marked so that it can be easily monitored.
The brakes were adjusted.
The right little end oil pot was water contaminated so was cleaned out and the cap refitted with silicon. This had previously been done with the leading left coupling rod which was susceptible to water and it seemed to work well.
At last a pit became available and we were moved outside the running shed on to the pit. The firebox was cleaned and the ashpan washed out, then a warming fire put in.
Outside the loco we made a start cleaning and polishing, while the axleboxes were examined for water and filled with oil.
Next day was the FTR for the 65th Anniversary Special run. We had heavy rain all day so could only give the loco a wash as we wouldn't be ale to do any further polishing.
With rain encouraging more time underneath the loco, it got a good oil and grease. Even though raining, one of our volunteers stayed outside and cleaned and oiled all the rods.
The Anniversary headboard made by Staurt Pitchford was delivered personally and we put it on the top lamp iron, like in 1959.
Next day was the Anniversary run with LNWRh providing the early Duty Engineer. The weather was better than on prep day, and the loco ran very well. I think we were the first train allowed north of Preston due to the wet weather, and the first train allowed south over the Settle and Carlisle in the afternoon.
Back at Crewe the boiler was filled and a water sample taken. The loco was made safe and next morning, as we weren't on a pit, one of our younger, but no less competent volunteers went underneath to check that the middle engine was OK before the support crew left for home.
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15 May 2024.
With the loco on shed at Bury the large ejector steam valve was removed from the ejector body as it had been sticking open. The valve face was good so the spindle was steam oiled and the ejector reassembled after the cap sealing face was lightly lapped.
While on the ejector the cam shaft gland nuts were nipped up as there was sometimes wisps of steam coming from one of them and the brake application handle felt was loose.
The left (driver's side) clackbox was examined as the fireman's previously. The clack itself had heavy tannin deposits so was cleaned off. Both clack and valve were given a light skim to restore their shape, while the valve seat was lapped with the lapping jig. The back of the valve had picked up some marking from the valve spindle so the back of the valve was also cleaned up.
The boiler was also given a water change as this was due, though the water was good at Bury and didn't add significant contamination, but the loco did prime when last out. The boiler was refilled and treated as standard Crewe practice.
Next day we had a good working party to prepare the loco for our move to Heaton and our Newcastle to Kings Cross job.
It was noted when oiling up that a slight steam leak was seen inside the right side access door just to the rear of the smokebox. Below the door is a union in the pipe run from the right outside main steam pipe to the steam chest pressure gauge, climbing up inside this was tightened.
A special spanner was made to get on to the inboard drain cock nuts, and this was used to torque up the nuts on the right drain cocks which had their seals replaced while on the ELR.
A new bronze valve head has been made for the ashpan sprinkler valve in the cab. The valve and seat contact were examined and it was found that there was full contact between valve head and seat. Its performance will be monitored.
To get to the grease nipple more easily on the inboard pin of the 1 to 1 lever of the Gresley gear, a longer grease gun hose was fitted, and the pin greased. The expansion link trunnions were also greased as they seem to loose a lot on a run.
The firebox was cleaned and a warming fire lit after a smokebox examination.
As we were going back on to the national network the DV2 valve, which controls the application of the loco brakes via the train air brake, had to be opened and fitted with new security tags.
As our usual prep, the tender and coach were filled with water and the workshop end of the coach was also given a sort.
Crewe requested copies of their defect book that is kept in the GSMR enclosure, however no crews have booked any defects with the loco so the book is as yet unmarked.
Next day was our mainline fitness to run examination so the loco boiler pressure was brought round to test the steam systems, while the rest of the loco prep continued.
The axleboxes were examined and oiled and the leading tender axlebox bearing were examined as they are routinely monitored for wear.
As usual the team did a fantastic job of cleaning the boiler paintwork. Time was also found to give the coach a wash.
During the FTR the oil hose connection elbow to the left driving oil tray was found loose. This was tightened but really the elbow needs repositioning so the tension in the hose doesn't want to loosen the elbow. New copper washers were needed to position the elbow.
Some of the mounting bolts on the left injector were found loose. These were tightened and all the bolts to both injectors were tightened as necessary.
The front steam heat hose end seal was found cracked so a new seal was fitted.
A bevel gear was found loose on the cod's mouth gear right vertical shaft. The gear is keyed to its shaft so the operation was unaffected. One of the securing grub screws was found loose and the other missing. The loose one was tightened, and as we and the ELR didn't have a suitable spare screw a hex head screw was cut down and fitted.
The tender rear footstep blocks were fitted. They were taken off at the ELR to allow firemen to access the tender top to fill the tank.
The general oiling round was done and a boiler water test was carried out.
When we ran the air pump its rear auto drain wouldn't close properly. This has happened before and it is a fault we probably wouldn't get if the pump ran more regularly. The drain valve was removed, cleaned out and refitted.
With steam available the atomisers were examined. We have immediate oil delivery at each outlet and equal steam delivery. This is good news after the optimising work carried out during last winters P&V.
Next morning the last prep activities were carried out, the oiling of the siphon feeds and raising steam. The ashpan was washed out and the loco left Bury for Heaton.
At Heaton the loco was turned and a warming fire put in for next days trip to London.
Next morning the final prep was done, though we could not access the top of the boiler for cleaning. The cylinder mechanical lubricator pumps were all set to 4/5 as previously the RH were set to full, the remainder already being 4/5. This wasn't done at Bury as the lubricator wasn't sufficiently empty to access the pump adjusters.
Later in the trip the steam chest pressure gauge started to stick. It was noticed that the needle would jump from zero. It's not unusual for the gauge to stick as the long line from the take off point at the right steam pipe can get contaminated.
After arrival at Southall, after midnight, the boiler was slowly filled and a little fire put down the front of the grate to slow cooling. A water sample was taken for analysis next morning. After making the loco safe we went to bed.
Next morning the pipe to the steam chest pressure gauge was taken off the gauge and with about 100psi in the boiler it was blown through. After a couple of unions were separated and the pipe blown through under the cab and in the cab, the pipe was cleared. The final clearing was at the gauge end of the pipe where quite a bit of solid matter had collected which was eventually cleared with wire.
The back corners of the fire were dug out with the bent dart to minimise the dampness that collects there, which isn't good for the preservation of the foundation ring rivets.
Also before the departure of the support crew, the compartment 5 door blind was repaired, which will be a relief to its occupants when sleeping in there.
The smokebox was examined as part of the disposal procedure with some of the smokebox ash being dug out. The rest of the ash was left for later as it was quite windy and it was going over the loco.
With the support crew gone the coach was vacuumed, floors mopped and toilet cleaned. As the loco was to be left out that night I stayed behind to care-take and travelled home next day.
Back in the office the daily recording of our trip was documented and the office admin, accounts etc., caught up on.
New drawings were produced for the manufacture of new spare leading tender axlebox brasses. These were sent to the CME for approval and were then sent to Crewe for manufacture.
In the workshop a new cover stud was made to replace one in poor condition in the right trailing intermediate tender axlebox.
Our recording of work completed on the loco was documented and sent to Crewe as our Entity in Charge of Maintenance. The Crewe Engineering Information Pack, which travels with the loco, was updated, as is the more comprehensive SNG version, with the new speedo and weights information.
The DV2 valve was fitted with a vent restrictor, covered in a previous report. This is a design change so was documented and a report sent to Crewe for approval and adding to our loco records. This was also done for the change to the ashpan sprinkler valve and the new arrangement of oiler lid for the expansion link die blocks.
Our right injector water handle has a plate indicating max - min flow. This refers to the previously fitted exhaust injector, so an explanatory statement was written and sent to Crewe for issue to their operations team. The plate is an original fitting and it would be a shame to remove it.
While in the North East good progress was made in moving our spares from the Grosmont Container to our new storage. This was greatly assisted by one of our volunteers who used his own van. We also loaded up the NYMR van which was made available to us for an afternoon.
After a couple of weeks away from the loco we travelled down to Southall to carry out some maintenance and to pre-prep the loco for its next trip, and return to Crewe. On the evening of our arrival the new tender axlebox stud was fitted.
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23 April 2024.
It was reported during our Kings Cross - York trip that the speedo was "sticking" around 40mph. We carry a spare GPS unit, as in all the Crewe support coaches, and this was put in the cab for the driver. It was found that there was a good match between the speedo and the GPS unit. However, the speedo stuck a couple of times during the day, momentary but noticed. This was reported last year, again as a momentary incident. So, it was decided that the speedo should be removed for a more in-depth examination and refurbishment to ensure reliable operation.
With our speedo now out of service a spare was fitted, supplied by LNWRh. The unit was put in place by LNWRh at Crewe to enable it to be calibrated on the loco. The LNWRh speedo has the same outer case as ours but the insides and face are modern. If we can't get ours successfully repaired we may have to use a modern mechanism and hopefully can use our authentic BR dial.
With the new speedo calibrated, the wheel compensator and generator were wire locked.
We were then straight in to preparing the loco for the move to the East Lancs. Railway. The firebox was cleaned. This time there was some considerable accumulated deposits on the roof stay nuts. One of the firebars seemed to have grown and refused to go back in the grate so a little was cut off the end.
Meanwhile a new atomiser delivery pipe to the left steam chest was fitted. The old pipe was found fractured during an examination at the end of the last Southall to Crewe ECS, along with the fractured right leading drain cock pipe. The new atomiser pipe re-used the old pipe end cones and nuts.
The repaired drain cock pipe was also refitted and the drain pipe bundle clipped together, making sure that they stick out as far as the left side so we don't contact the leading bogie wheel while running. We had hoped to fit a new pipe but there was none in stock at Crewe so the old pipe was brazed.
The smokebox door bar can be fitted in upside down or the wrong way round. The door will still tighten at the dart but the door will not be fully secured if the bar is the wrong way round, so to ensure it is put back correctly at washout, the top of the bar was marked with "TOP" being written in weld.
In the support coach the workshop end was sorted and a stock check carried out and oils ordered from Crewe stores.
The loco front bufferbeam air reservoir pipe (yellow) valve was found loose on its mounting bracket. With the streamlining in place it's impossible to get a spanner on so the locknut had to be tightened with a punch.
As part of the annual routine maintenance the main power supply batteries have to be changed so this was done.
The electrical certifying technician called in to Crewe to check the OTMR reading against the new speedo output. When this was completed we again wire locked the wheel compensator cover.
The locknut on the back of the speedo crank had a new split pin fitted as this had been removed during the speedo calibration.
Now part of routine preparation activities, the steam sands traps were opened and cleaned out of all damp or oily sand, and at the FTR exam they both worked well.
The cylinder lubricator pumps were all turned back to 4/5 from full. They had previously been at full for running in our new piston and valve rings and liners.
The brakes were adjusted and the boiler doors nipped up as part of routine preparation.
We also calibrated the water capacity of the tender. With the removal of the scoop and other repairs over the years we were unsure as to the accuracy of the water level plates on the inside of the cab side, which are as originally fitted. So, using a flow-meter, we measured the actual water content of the tender against the tender water gauge. There has been comments at Crewe about the water consumption of the loco being high, but this is normally when there is no water shown at the water gauge, but there is 1500g below the water gauge, 30% of the tank capacity. So when we are in the bottom 30% zone and water does not show at the gauge, some assume the tank is empty! The tender water gauge was found to be within 10% accurate.
On our last trip it was reported that the right injector wouldn't pick up so the cap was removed and the cones checked for tightness. All was in order and the cap was refitted. It worked well during FTR right up to 250psi.
As part of ongoing monitoring of the tender axleboxes the leading bearings were examined.
We had picked up a mark on the frames behind the right driving wheel. It was shown by the paint being scraped off. The patch was repainted so that we could see if we had an ongoing problem. To date the mark has not reappeared so it looks as if the wheelset was thrown over relative to the frames at a particular location.
The ashpan sprinkler valve on the left injector delivery pipe has to periodically have its valve face renewed. To remove this maintenance it was decided to replace the valve head with one in bronze. The valve was dismantled and internal measurements taken so that the new bronze valve head could be made.
During the move to Bury the right injector steam valve was seen to be passing at times. This was disappointing as the valve had been recently lapped in. However we didn't have a full lapping jig so it was decided to machine up a steel lapping head and redo the job.
At the ELR we were straight in to Gala running, including on our first day, the evening diner. A very, very long day in a new environment. Thanks to the support crew for covering the hours.
During the Gala we picked up a broken coupled spring, the trailing right. It was just an end of a leaf broken through so we decided to run on the ELR with it monitored, though it would have to be replaced before we next went on the network.
The right piston packings hadn't really bedded in and were still, irritatingly blowing. Those on the left are very good. Previous updates show as a test, we run with different materials on each piston and it looks like the left are the way to go.
With the loco at rest after the gala the new injector steam valve lapping head was machined.
At Crewe our stock of loco springs were checked and a spare coupled spring selected for transport to Bury. This was done by LNWRh who also loaned the individual axle weighing gear.
We routinely monitor the boiler water and adjust its treatment to keep the chemical balance in the boiler water to reduce corrosion, and to reduce its maintenance costs. We also monitor total dissolved solids as when this gets too high it can lead to the boiler water foaming. We have been using a pen type tester for pH and TDS. We haven't found this entirely satisfactory and when at preserved railways we have used their resident chemists as a check against our own method and results. We have found some difference between our results and these of the chemists. Also, the pen tester just doesn't seem to give us logical results at times. Therefore, we have invested in higher spec water test equipment. I wasn't entirely happy with the spend, but it is insignificant compared to the costs of boiler repairs and I am very happy with its performance.
Now back at Bury the firebox was cleaned ready for fire lighting, meanwhile, the RH clackbox steam valve seat was lapped with the new steel lapping tool while the bronze valve was skimmed. The top clack was also removed and skimmed. The clack and valve were both blued and showed contact all round against their seats and the clackbox reassembled.
The troublesome right piston packings which have never bedded in were taken out for examination. They were re-gapped and the oil wedges dressed, though they will still evident on the running surface of the packings. The horns on one set were lightly dressed to give a slightly easier fit in case they were catching when assembled. The faces of the packings were good and against the piston rod didn't show any rolling. Everything looked in order so the packings were reassembled.
Next day we had a good team in and under the sunlight, yes we did see some sun between continuous rain in Lancashire, the loco looked superb.
A new rivet-nut was fitted to a worn boiler blister thread on the right top trailing at the 6 o'clock position.
The cylinder lubricator was drained to access the pumps and those for the right cylinder were turned up to maximum to help the piston packings.
The eccentric drive rod for the mechanical lubricators was taken down to check the actuation of the lubricators and the operation of the ratchet mechanisms confirmed.
Later in the day the right injector was run to test the clack box and all was tight. A relief after working on it as if it needed further attention it can't be done in steam.
The usual prep of oiling axleboxes and side rods was completed. The new boiler water test gear was also used for the first time.
Our firing shovel was trimmed as its front edge was cracking due to wear.
Next morning we did the last prep for the coming weekend's running. The boiler doors were nipped and the oiling finished with the siphon boxes.
When on the road it was noticed that we still had a blow from the area of the right piston packings but it looked as if it was lower down. It was then identified that it was coming from between the trailing right drain cock and the cylinder casting. When standing in Bury station the securing nuts for the drain cocks on this side were tried and the trailing ones were definitely loose. They were tightened, along with the leading, as best we could in the location. The inner nuts being impossible to get a full spanner on. This improved things but didn't seal the trailing valve. These valves had last been off at Edinburgh last year to remove broken piston valve rings.
That night at disposal the brakes were adjusted to save time next morning, and a tool kit put together to remove and refit the right draincock valves to reseal them.
Next morning at lighting up the right draincocks were removed together with their connecting operating linkage. It's the easiest and quickest way to do it. The faces were cleaned and new gaskets fitted. The nuts were tightened as best that could be done with the limited access to the inboard nuts, especially the trailing valve as the trailing bogie wheel is very close. The gaskets fitted were of the wound type and didn't seem to take much compression. These are new to us, whereas in the past we used a plain reinforced graphite gasket and they have proved reliable. In traffic later in the day there was still some steam from the drain cock joint but not bad at all.
It was noticed also that when working hard the right piston rod gland didn't seem to blow very much, it was at lower cylinder pressures it seemed to be worse.
As part of our stay at the ELR we had a training day with some of our support crew driving and firing as part of their development as footplate reps. and future Duty Engineers. During the day the loco primed. As it had been sometime since last washout it was due a water change but the loco hadn't had a chance to cool sufficiently between running sessions.
Our next steaming was to be for our move to Heaton over the national network so the broken trailing right driving spring was replaced. Fortunately the ELR's fitters did most of the heavy work. The removed components were cleaned up and the spring buckle and end holes were dressed to remove sharp edges. We also had to grind the spring buckle to get the hanger pin retaining box on.
With the spring up we weighed the axle and reported the findings back to Crewe. The summary form was updated and added to our Engineering Information Pack.
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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.
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 its 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.
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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.
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