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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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Overhaul Reports 2015-2022   Return to Home Page

From July 2024.

30 December 2024.

We were back at Crewe for fire lighting in preparation for our move to Wansford for a Peterborough to York trip. The grate had previously been cleaned, as we are monitoring closely the affect that the present coal has on it. The warming fire was put in after the usual checks. The loco was then greased and the air pump lubricator filled.

We carried out other prep jobs like adjusting the brakes, and the loco was cleaned with polishing all round the paintwork.

The loco was put on charge and the cab light batteries changed. We then went on to check the contents of our borrowed support coach.

The corks and buttons were oiled and the crank axle examined as part of our routine monitoring of its condition.

The outside axleboxes were checked for water contamination, with the oil in tender L4 changed as it was dirty. The inside boxes were then done.

During the FTR a loose bolt was found in the right trailing motion bracket near the frames, through the footplating. Historically this had been a rivet that probably had come loose. The bolt was removed and as it sat over a countersunk hole, an additional flat washer and a new spring washer were added. The bolt head from inside as it was nearly inaccessible inside the casing, while the nut was tightened from the outside.

A loose bolt was found on a steam heat bracket that is located between the tender vacuum cylinders. This was tightened.

The left piston packings were examined and fitted with new C clips, as the right earlier. Numerous bits of piston or valve ring, probably valve, were found in the gland housing. These are obviously bouncing about in there, as shown by their rounded edges, but they are also marking the piston packings. These will be remnants of the broken rings from last year. As at the Bluebell the outer packing ring and spherical are catching most of the damage so this was dressed and the packings reassembled.

Next day the loco pressure and fire was brought round for a turning move around Crewe. The cab was cleaned and the engine oiling was completed.

The FTR found some loose nuts on the steam heat pipe U bolts below the tender. This re-occurs as the U bolts secure a soft insulated pipe. To prevent the nuts loosening they had been fitted with spring washers but this had not proved absolutely successful so lock nuts were added.

With 60532 also in steam and requiring turning we were coupled to the A2 for the move. After return from turning the loco electrics were put on charge and a warming fire put in for tomorrows run to Wansford.

Next morning the fire was built up and the cab cleaned. The loco was oiled.

We had a good run from Crewe until near Peterborough where there were signalling issues that stopped all trains. We were finally given the signal for Peterborough going past stationary ECML trains and a crowded station full of delayed passengers. We got a few strange looks. We went on to March and Whitemoor for turning before returning to Peterborough and picking up the Nene Valley Railway crew who took over at the boundary, and took us to the shed at Wansford.

We were very late on to Wansford and in the darkness were coaled. We then ran in to the yard and stuck fast on a curve, the driver mentioning that 60009 got stuck there! So we had to go under and back off the brakes so that we could move again. Eventually we got to our stabling position, and the coach was secured. While we looked for power for the coach, the smokebox and loco were examined. Under the loco the ashpan was washed out. We would normally get ahead with oiling round but it was late and it was decided to do it next morning.

Calendar

Next morning the loco was re-lit as the coal burns so quickly, and the ashpan was given a final swill out. The paintwork was dry-wiped and it came up remarkably well, a tribute to the amount of polish we've put on.

We had a marvellous run with the loco and 12 plus an idling 47 over Stoke like it wasn't there, and as can be seen on YouTube 70 - 75mph through Doncaster station both ways. York station was packed to see us.

Next day with the loco back on shed the smokebox was emptied of excess and the firebox and smokebox examined.

The loco to coach brake pipes were disconnected in readiness for splitting and shunting. The coach buffers were set to long and the buckeye dropped. The coach air brakes were drained. The loco was moved inside later that day.

From Wansford I travelled to Crewe for a meeting with LNWRh and LSL to a steam operations planning meeting. I also took the opportunity to visit our storage container to go through our spare firebars and patterns. The need for more spares is becoming quite critical as the grate is seeing a lot of wear from the current batch of coal.

Back in the office the records from our last run were compiled and the mileage total for the year so far sent to LNWRh.

As the weather was due to turn colder I was contacted by NVR advising we winterise the loco, so I talked them through the procedure. This includes the steam chest pressure gauge OTMR sensor. I noticed that the current issue electrical drawings for the identification of the position of the sensors did not include the last modifications to the electrical system. The modified drawings were still unissued. So I contacted LNWRh and got the update report from the electrical contractors and started to review the electrical drawings.

The dimensions taken from the recently refurbished steam heat and air pump manifold valves were used to produce drawings of suitable lapping guides to make future refurbishment easier.

At Crewe, some firebar patterns were found in their stores, clearly marked as belonging to us, so these were retrieved and put with the ones in our storage container. We then got them all out and compared like with like, with actual castings and with the drawings of the firebars. There is some variation and it's puzzling why and when the decisions were made to vary them. Anyway, we need new fire bars so a start was made in documenting the patterns and getting a few request for quotes to various foundries.

From Crewe I went to Wansford to carry out some jobs on the loco. The firebox and grate were cleaned the firebars chipped to recover them. Some had lifted but by the end of the day the full grate was back in.

The sands were topped up and the electrical connections to the TPWS and OTMR enclosures were checked against our draft drawings. One of the last mods to the electrical system was the addition of a beacon which flashes with the AWS horn. This required the speedo cable to be terminated in the TPWS enclosure. It looked like the cable had been rubbing against the back edge of the TPWS unit so the cable was wrapped and tied back clear.

The lubrication pipe to the middle steam chest in the smokebox was wrapped with insulating webbing. This is to prevent the oil from overheating due to the smokebox gases before it reaches the steam chest. The existing securing clips were reshaped to go over the increased diameter of the insulation.

During that work the loco was shunted outside on to the pit so we could work on the damper cross-shaft. As previously noted the right cross shaft crank that connects to the damper handle is set over, and the bottom of the damper handle runs up the air pump steam supply pipe. The cross-shaft runs in brackets each side of the loco frames. The left was removed and this allowed the cross shaft to be removed. It was taken into the workshop and the crank was heated and straightened moving it outboard by abut 7/8". The original drawing shows it straight so it has been bent in at some time, probably to miss pipework.

When modified the damper handle goes up very easily on to the top notch. The limit to travel now is the crank contacting the vacuum reservoir pipe, so, the crank was ground a little to provide a little more clearance. The crank tapers and the crank was ground to maintain the taper. There's no danger of the pipe being damaged or worn through as the pipe is so thick, and it requires the damper to be lifted well beyond the top notch to contact it.

Meanwhile the left side of the loco got a good polish in the winter sunshine.

While the damper cross-shaft was out the steam chest pressure gauge pipe was removed, annealed and refitted. This has been done previously to provide greater clearance from the damper handle, but was redone to provide even more clearance for moving the crank well over.

Before the damper cross-shaft was refitted the left end was washered as there was end float. This ensures that the cross-shaft stays in the same place across the loco. One washer was shaped to fit well against left crank on the shaft.

The complete damper cross-shaft assembly was reassembled with new split pins and oiled. The reshaped crank was sprayed in WD40 to protect it from corrosion though it will need painting.

The ashpan was cleaned out and when washing out it was found that the hopper door has been affected by heat. The door is like a flat box to give it strength, and the inner box top had split from the sides. The door still seals well so would be OK to get us back to Crewe where we can remove it and do a full repair.

The damper screen had also been affected by heat and is delaminating and warping. It was examined and it still seals so it was also decided to leave it until it could be removed at Crewe.

Next day on the way to Crewe our collection of firebar patterns were dropped off at a foundry as they want to see them before quoting. We then went on to Wansford to prepare it for NVR's guided shed tours.

Next day we cleaned the engine. A bit of a challenge as there was condensation on the loco, but we managed to put a good shine on most of it. As the weather was a bit milder the cab pressure gauges and the steam chest OTMR sensor were reconnected, and the fireman's cab floor put back down. While the floor was up the top of the drop grate lever was greased and oil was poured on the top of the leadscrew.

Next day after polishing some bits missed due to condensation, the engine was exhibited to visitors. The loco had now warmed up and was dry. The turnout exceeded the NVR's expectation and with donations and sales from our "pop-up" Sales table it was very worthwhile, and I think we made it a more interesting day for the visitors.

Back in the office a spreadsheet was put together to support the request for quotes for casting new firebars, then it was back to Wansford to prepare for the trip from Peterborough to Chester.

We were joined by an ex-junior from our York overhaul, who helped with cleaning, and also put in the warming fire. The outside axleboxes were examined and oiled while the corks and buttons on the rods were checked for water.

The injector caps were refitted after the faces were lightly lapped. Before they were fitted they were measured to see how thick they are. They see a high pressure water jet which clearly erodes the inside of the caps. We have different types, though the injectors are the same. On the right was have a cast cap with an internal profile designed to sweep the jet round to the delivery pipe. The other is a machined cap and is of a simpler design. Drawings were made of both so that if we need a new one then we have the information to hand.

While the water test gear was calibrated, the bottom end of the loco was washed down.

Next day we had our FTR by LNWRh so steam was raised while the inside axleboxes were oiled. The outside was then oiled.

The air pump was primed and the coal moved off the flat back of the coal space to make sure it gets used as it otherwise doesn't trim. As the damper spark screen had warped due to heat, it was keeping the damper just open, and this allowed the smoke to come back in the cab so the cab was very sooty.

Next day was our turning move to March and Whitemoor as we couldn't be turned on the NVR turntable. We went without the support coach.

The loco was lit and again it was smoky, but with pressure we used the blower to keep it out of the cab. We later managed to straighten the screen using blocks and a lever and that night the fire didn't smoke the cab out.

When we returned the fire was cleaned and we filled the boiler. The coal being dirty and the weather being damp the top of the boiler was dirty minutes after setting off, so back on shed the paintwork was washed.

As we had steam, the air pump governor was adjusted to stop the air pump from over running.

Next morning we prepared for our trip back to Crewe. The previous day we had coupled to our support coach.

During fire lighting the blower isolation valve at the manifold was found very stiff to operate. It had been opened a little and the blower was working but the isolation wasn't fully open The blower is an important safety device and needs to be fully operational. To open it fully a spanner was put on the end of the valve handle lever. Luckily nothing broke and the defect was recorded for attention back at Crewe.

We had a very good run back to Crewe and this trip made it 100% availability for 2024. I didn't dare mention it, but it was by the LSL crew.

Back in the office we got an update on progress on the coach. The wheelsets have had their bearings removed, so are ready for inspection, and the tyre Gibson rings have been removed.

The records for our recent trip were completed and filed, and conversations continue with foundries regarding the casting of new firebars.

Back at Crewe we began to move our gear out of the LSL coach back in to our own coach ready for the loco's winter maintenance.

At the front of the loco rust was cleaned from the buffers and drawhook and Vaseline added for protection while we were outside.

We have a cladding band cover that is working loose due to corroded screws over the right firebox band. This was removed. With the screws corroded one had to be drilled out and the others were difficult to remove due to the threads also being corroded. The corrosion has probably been exacerbated by a small steam leak we had at the right front firebox.

In the cab the pressure gauges were removed for their routine annual calibration. They have since been delivered to the calibration laboratory and a purchase order has been sent.

Again at the front of the loco the steam heat valve was taken off. After taking it apart for examination, it has been taken to a home workshop for attention. A defect was raised against it as when fully opened it blows from the body vent hole. It has recently also became very stiff at times.

Next day we were shunted on to a pit so that the fire could be disposed off. The firebox was cleaned and the smokebox emptied ready for the work we plan top do in there.

With the firebox cleaned and the ashpan cleaned out the grate was removed. The bars were put on pallets and chipped to remove clinker and melted firebar. There were a number of write-offs. The bars were also examined by LNWRh and our CME, as the damage we are picking up is unusually severe, though not confined to us. The firebars were then moved to near our coach for storage as we have work to do in the ashpan.

A new protective rubber sleeve has been put round one of the intermediate air hoses that runs over the tender brakeshaft as the old one had worn.

The door catch on the tender cab corridor door was removed for refurbishment. It is very worn and the handle, looks like an old bolt, rattles around and will wear all the more. We don't want to completely renew it but it's time for a little restoration.

At the cladding band cover, the old, corroded holes were drilled out and in 3 of the 4 locations 3/8 rivet nuts were fitted. The other hole is in a more substantial piece of metal so was tapped out. New slotted round head screws were fitted. The holes were originally 5/16 but the 3/8 screws don't look that bad, but it was noted they should be returned to 5/16, but really that is a job for when the cladding is removed.

Meanwhile at the coach, the electrics were reviewed by our volunteer electrician. We know we have a dodgy battery cell. The others were checked we think there are others showing their age by not taking adequate charge. They have done well as they pre-date the last overhaul. The cost of new batteries for the coach is astronomical, but when discussing with LNWRh, they are trialling large lorry batteries which are at lower cost and require no maintenance. We are now looking in to this for our coach, along with the installation of a smart charger to do away with our separate charger and trailing leads.

Next day the hopper door was removed. The door requiring repair due to heat damage.

The loco was shunted inside and should stay in there until washout and steam testing next year.

The fire hole flap is thinned and cracking along it's bottom edge. It has now been removed for refurbishment.

The damper door and ashpan spark screen were removed for repair, and the right firebox boiler strap end under the previously loose cover was cleaned and painted in primer

  • Firebar patterns.
    Two firebar patterns and a casting for comparison. 18 November 2024.
    Photograph © Darrin Crone.
  • Cross shaft crank.
    The damper cross shaft crank is repositioned. 28 November 2024.
    Photograph © Darrin Crone.
  • Hopper door.
    The hopper door lowered and can seen to be split. 29 November 2024.
    Photograph © Darrin Crone.
  • At Wansford.
    Being shunted at Wansford. 29 November 2024.
    Photograph © Darrin Crone.
  • Injector caps.
    Our injector caps. 30 November 2024.
    Photograph © Darrin Crone.
  • Drop grate gear.
    The drop grate gear under the fireman's floor. 5 December 2024.
    Photograph © Darrin Crone.
  • Wansford shed.
    In the shed at Wansford during guided tours. 6 December 2024.
    Photograph © Darrin Crone.
  • Damaged firebars.
    Damaged firebars removed at Crewe. 18 December 2024.
    Photograph © Richard Swales.
  • Cod's mouth.
    The cod's mouth being opened during disposal at Crewe. 18 December 2024.
    Photograph © Richard Swales.
  • Cladding band.
    The right firebox cladding band with the cover removed and holes repaired. 18 December 2024.
    Photograph © Darrin Crone.

2nd December 2024.

With a couple of days on shed at Sheffield Park we decided to check over the cylinder lubrication as a possible contributor of our blowing piston glands. The outlets to the atomisers were removed and the lubricator operated. Oil immediately was fed. As we still had some pressure in the boiler the atomiser steam valve was opened and steam was fed from each outlet. The volume of oil delivered was also measured and was equal across the loco, though the left fed plenty of water making a comparison on this side difficult. The left gets the delivery of steam and condensate first.

The lubricator mechanical drive gear was then examined and it was found that the cylinder lubricator travels about 17% less than the axlebox lubricator. This is down to the pawls on the cylinder lubricator not being quite equally spaced on the gear wheel. Something from it's original manufacture. Otherwise all is working as it should be.

The piston rod gland packings were also examined with the oil wedges restored and the side faces lightly rubbed on abrasive on a surface table. On the right side a piece of well rounded piston or valve ring was found in the gland housing. This most probably has contributed to the damage the packing picked up. The ring fragment is most probably left over from the broken rings we suffered last year. There's no indication we have broken any rings since.

The right outer packing ring had it's horns gapped as they had picked up on the mating ring. There appears to be more damage to the outer face of this outer ring.

With the cylinder lubrication checked the ashpan was washed out.

With the ashpan cleared the firebox was cleaned. The grate was found quite burnt with some firebars displaced. We put in a new long and short single firebar. We could have done more but we carry few spares, so we spent a lot of time chipping and a few bars had to be ground. Finally a warming fire was put in for our second weekend of running.

For prep day we were joined by Bluebell volunteers so the loco got a really good clean.

New trimmings were made with more tails for the outside piston rods in an attempt to help the packings seal better by increasing the oil supply. The old trimmings were left in the bottom of the boxes in case they should be needed.

Next day was our members day and it was good to see and talk to many of them. Next day was a later start as we did the evening diner, followed by a normal running day. That was the end of our service trains on the Bluebell, but we had a shed day before our FTR for our return to Crewe. We changed the loco brake blocks. The coach was tanked for our return and a warming fire was put in for tomorrows FTR.

As we seem to be loosing our train pipe vacuum, though very slowly but it's always been rock solid, and it runs at slightly less than 21", the vacuum relief valve was removed and cleaned out. All the sealing faces were lightly lapped. As we had steam pressure the ejector was operated and the relief valve set.

The axleboxes were drained and filled. Tender R1 and R3 had their oil changed as they were dirty. The mechanical lubricators were also filled.

The ejector exhaust joint in front of the cab was seen to wisp over the last weekend, so this was nipped up.

Next day was our mainline FTR. An apparent leak was found on the air pump exhaust bottom union in the smokebox. This has been noted before and has been tightened a number of times. This will need further investigation when we have time at Crewe.

The governor had a strong blow from the bottom valve wheel spindle. It was wound fully out and stopped. The valve must have vibrated off it's back stop during running on the Bluebell.

As we had seen some rain all the rod button oilers were examined and cleaned out.

Again we were blessed with a number of Bluebell cleaners, so the loco looked superb for its trip back to Crewe.

Next morning we left the Bluebell at East Grinstead and retuned to Crewe. At Crewe the boiler was filled to the whistle and the oil usage for the day recorded.

Back at our support coach 21096 the new section of steam heat pipe under the coach had been completed.

Next morning we were visited by a few of our regular support crew, helping dispose the loco while also collecting their gear left at the Bluebell.

The cab was cleaned and coal pulled forward for our next lighting up. The left wheels and frames were also cleaned. The front buffers and drawhook were cleaned and coated in Vaseline and the rods were cleaned and oiled. The smokebox and firebox were examined and the duty engineer paperwork completed and given to LNWRh.

A boiler water sample was tested and the tender drained and refilled with Crewe depot water as a reset.

Back in the office our records of our recent runs were completed. The drawing of the boiler doors and plugs was amended and issued.

Now the coach bogies had been transported to SDR the purchase order was finalised. We have requested that we be informed when the tyres and roller bearings are removed so we can examine them.

The loco lubrication drawings were modified and issued to reflect recent changes. Copies were plasticised and put on the loco.

Back at Crewe the air pump and steam heat valves at the manifold were repaired. It had been noticed previously that there were slight steam blows at the steam heat drip valves under the cab with the valve closed. Similarly the governor drain continued to blow when the air pump was isolated. The air pump valve needed a lot of work to remove marking from the valve seat. The steam heat valve has a stainless steel seat which cleaned up really quickly though the bronze valve was very marked and needed a considerable amount of material machining from it. Both valves were reassembled and at the next steaming no leaks were seen.

While the valves were apart the threads were measured so that we can make up some proper lapping guides. It's quite difficult to get the valves apart on the manifold so some second hand ring spanners were purchased and cut down to suit the job.

A boiler water change was carried out to get rid of the Bluebell water and the contamination picked up since our last water change.

As the regulator had been reported as loose when cracked open, the stuffing box glands were nipped up.

In the smokebox we managed to get a nip on the lower air pump exhaust union.

The firebox was cleaned and we removed some burnt fire bars, and a lot of time was spent getting others to fit properly as they had been affected by heat. We went to our storage container for more spares, putting a selection in the support coach for future use. Our stock is now running low so we must place an order for more firebars.

While in the firebox the drop grate was operated and it was noticed that the front of the ashpan had deformed a little and the drop grate was catching when rising. It contacted a section of steel welded above the damper opening which prevents ash from falling straight down the back of the spark mesh. The section was bent back a little and the drop grate shut.

While we were at our storage container we also retrieved our insulating webbing for the smokebox lube pipe to the middle steam chest, and our box of piston packing C clips, as it was planned to check the clips we are presently using.

Meanwhile the loco paintwork was washed down.

Another defect reported was the difficulty in getting the damper handle on to its top notch to fully open the damper. It was thought that when the boiler was hot the handle was fouling the floor boards, so the floor was taken up and the cut out for the damper extended a little. The floor was put down and the handle now goes on to it's top notch but resistance was still felt so we went under the loco to investigate.

Operating the damper it could be seen that where the handle meets the damper cross shaft crank, the handle was contacting the steam chest pressure gauge pipe and the steam pipe to the air pump. When the handle was moved it could be seen to move both pipes.

The steam chest pressure gauge pipe was removed, annealed and refitted bending the pipe clear. To maintain it's position a new clip was made to support the pipe. The clip being secured by one of the lower boiler diaphragm plate bolts.

The insulation was removed from the air pump pipe which reduced the interference with the damper handle. The air pump pipe is large and securely clamped so would be difficult to reposition so it was decided that the crank should be moved. Looking at the LNER drawing the crank has been bent from new, maybe to miss the air pump pipe when initially fitted before the last overhaul. Anyway, there's plenty of room to move the crank away from the pipe so it has been decided to do that. As we didn't have time to do it the pipe was wrapped in thin steel for the next trip.

The right piston packings were examined to have a look at the C clips that hold the packing rings together. Last year we put in some old clips to hold the packings that were oversize. Now we have packings of the correct diameter, but we didn't change the clips, so we now put new clips on, after checking they were to the LNER/BR drawings.

With a little time left we dug the pit, emptying it of our ash after the firebox was cleaned. The loco and tender brakes were adjusted and the sands checked for our next trip.

As the weather was tuning colder the toilet tank on our coach 21096 was drained.

Back in the office the certification for the four loco springs recently refurbished was obtained and filed.

  • Piston packings
    The right piston packings are removed for examination. 14 October 2024.
    Photograph © David Allinson.
  • Ratchet drive.
    The cylinder lubricator ratchet drive opened for examination. 15 October 2024.
    Photograph © David Allinson.
  • The grate.
    The grate has been taking a lot of wear from the fire requiring a lot of maintenance. 16 October 2024.
    Photograph © Darrin Crone.
  • Side fire bar.
    One of the side fire bars melted by the fire. 16 October 2024.
    Photograph © Darrin Crone.
  • On SP Shed.
    On Sheffield Park shed ready for its last weekend at the Bluebell Railway. 19 October 2024.
    Photograph © Frankie Hutchings.
  • East Grinstead.
    At East Grinstead on the Dining Train. 19 October 2024.
    Photograph © Frankie Hutchings.
  • Brake blocks.
    For its return to the mainline the loco brake blocks required changing. 21 October 2024.
    Photograph © Darrin Crone.
  • Relief valve.
    The vacuum relief valve from the brake ejector removed for cleaning and examination. 21 October 2024.
    Photograph © Darrin Crone.
  • Supply valve.
    The air pump steam supply valve dismantled for refurbishment and the steam heat without handle. 4 November 2024.
    Photograph © Darrin Crone.
  • More firebars.
    More firebars burnt. 5 November 2024.
    Photograph © Darrin Crone.
  • New bracket.
    New bracket to secure the steam chest gauge pipe below the cab. 7 November 2024.
    Photograph © Darrin Crone.

8th November 2024.

The firebox was cleaned, the grate cleared and put in a warming fire for our Holyhead job later this week. Before lighting we let some water out of the boiler to lower the TDS and topped up with mains water to lower the tannin level.

The slacker pipe valve was lapped in using the modified jig that now fits well, and the sluice valve was lapped in with it's new jig.

The inside axleboxes were drained and the outside boxes checked for water by syringing the corners of the oil trays. The Cartazzi axleboxes received an oil change. The left expansion link button oiler was checked as it had previously been fitted with a new plug trimming. Oil had been used so it is working OK. The right drop link button was checked again after being found empty last trip. This time it was found with oil and an acceptable amount used. So again is working satisfactorily. Water was found in oil box L2 under the casing, the other multi feed boxes under the casing were dry. The source of water in box L2 is usually down to the lubrication non-return valve on the middle tailrod not sealing properly. So the valve top cap was taken off and the valve lightly lapped to improve the seal. The cap was also lapped to ensure a good seal on the valve body.

One of the screws in the right footplate angle that retains the cladding panel in front of the cab was found loose as the threads in the panel had corroded. As a short term measure the screw was wired in until a more permanent fix could be effected. Some rivet nuts were ordered.

It had been reported when the coupled axleboxes were oiled that the trailing right took more oil than the others. So the pump in the mechanical lubricator that feeds the oil tray was checked. The pump was found to be correctly set.

Some ways in the multi feed oil boxes are unused and it was suggested by the CME that these be plugged. Some now have, though there are some of different sizes so alternative plugs will have to be used. Plugging the holes makes it less likely that trimmings could be placed in the wrong holes.The middle big end cork was changed during oiling round.

During the FTR exam LNWRh condemned the tender trailing buffer beam vacuum hose so this was changed. A number of loose fasteners were found which were tightened. The U bolts on the tender steam heat pipe required nipping up.

It was noted that the air brake duplex gauge mounting bracket on the backhead was working and should be rectified, this was dealt with later.

At our coach the brake-gear was disconnected by LNWRh ready for lifting from the bogies to get the wheelsets out for re-tyring. Next day we went to Holyhead with a LSL support coach while ours was lifted and the bogies removed.

We went to Holyhead without a diesel on the back and the difference was very noticeable. There was no feeling of drag from the back of the train. The loco ran well with no defects reported. Back at Crewe the boiler was filled while keeping the boiler pressure stable, while the tender was filled with treated water.

Back in the office the loco operating records were updated and excerpts from our Engineering Information Pack were sent to the Bluebell Railway ready for our forthcoming visit. Updated lubrication diagrams were produced for the loco. After approval from the CME, plasticised copies were produced to keep with the loco.

Back at Crewe our spare loco springs were audited, now they are stored in a rack out the back of the shed. They were stored with some of our other gear in the Boiler Shop.

While the coach was left on stands the steam heat pipe at the toilet end of the coach can be replaced. It has a small hole behind a bracket. The effected pipe was examined and is relatively short between two unions. It is planned to replace the section with new pipe.

The crank axle joints were examined, a routine job, and the results recorded in our documents.

With the coach bogies now removed, the hornstays were removed by SNG. These require removal to allow the bogies to be lifted and the wheelsets removed. There was also some brake gear left to remove. Under the coach the insulation was removed from the steam heat pipe section which is to be renewed. We then went to our storage container to find new fittings as we still have a selection from the overhaul. We found two suitable new unions but we didn't have any 45 degree bends so new were obtained.

As we were due a washout, the boiler blisters were removed and for safety put in the coach.

With the loco on the pit for washout the atomisers were removed for routine examination, while the pipe ends on the loco were bagged up to prevent contamination. On the bench the atomiser units were opened up and were found to be fully functional with all valves and baffles free and clear. Some small particles of scale were found but nothing causing obstruction or in-correct operation. This is an improvement on the last time they were examined. To reassemble the atomisers we needed some new copper washers so we had to have a trip to a local engineering supplies company as none could be found at Crewe. The atomisers were cleaned out, faces lapped and the units reassembled. The atomisers were then refitted and primed until oil was seen at the inlet bleed valves.

The existing driver's steam sands valve handle is quite smooth and difficult to get enough hold on to tightly close the valve by hand. So a new handle has been fitted. It's shape allows a better hold, and it looks authentic. The handle removed isn't the original as the CME recalls a different handle from his youth. The removed handle will be tagged and put in store. The LNER drawing shows a different handle again, with a lever section similar to the injector handles.

In the cylinder mechanical lubricator there are some open tapped holes which allow particles to enter the oil reservoir that would be larger than the strainer gauze would allow. These holes have now been filled with 3/16 screws.

In the axlebox mechanical lubricator the anti-tamper pump top plate is secured with four screws. One was a cheese head while the others were round, so the odd one was replaced with a new screw so they are all now the same.

While we waited for the boiler to be boxed up by the boilershop after washout, a new wooden panel, made for sometime, was mounted in the coach workshop. This gives us more surface area to hang equipment.

The loco cab toolbox was sorted through and a new set of Whitworth combination spanners added, while the boilershop continued to refit the boiler doors.

As mentioned above the air brake duplex gauge bracket is a little loose. It is secured with pop-rivets which had started to loosen. The pop rivets were removed and the holes opened up for rivet nuts. The nuts were fitted and the bracket re-secured. It's a far better job than the old pop-rivets.

At the same time the loose screw in the right footplate firebox cladding angle was replaced by a rivet nut and new screw. It was decided to treat another two screws similarly as they looked to be corroded so that their threads could not be relied upon. When fitted the screws were painted BR Express Blue. They'll need another coat later.

The conduit fitting in to the top of the TPWS enclosure had loosened so this was tightened up.

By now the boiler was ready for filling so this was done and a warming fire put in. As the loco warmed we made a start on cleaning around the bottom of the loco and sorting the LSL support coach we were to use the following week.

While waiting for steam test we managed to do a number of other jobs. The stopper on the lube oil bottle was secured by it's chain to it's handle. It was one of those niggles you just end up living with. To test out the new chained stopper the mechanical lubricators were filled, which we needed to do for our next trip.

The tender was filled with water. We always leave the tender filled to protect it from corrosion and the brakes were adjusted.

Back in the office the new calibration certificate for the returned pressure gauge was added to our system. I finalised details of our handover of our speedo to the repairer, to be done at the Bluebell Railway.

Back at Crewe to prepare for our trip to the Bluebell railway the loco bodywork was washed, and a fire put in. The gravity sands were checked prior to the FTR next day. The left was again blocked but was easily cleared with a long piece of wire kept for this job.

Next day was our main prep day and mainline FTR, as well as our final steam test and annual exam, so a lot to fit in. The inside axleboxes were drained and the tender and Cartazzi boxes filled. The cab was cleaned and we were given our firehole baffle back by LNWRh after it was re-ended. The fit was also improved.

The transfer of support coach was completed including six new loco brake blocks which we estimated we would have to fit for our return to Crewe.

The authentic LNER slacker pipe nozzle end was removed, as apparently, nozzles are not to be fitted under the Crewe system.

Crewe require the AWS isolation and AFT valves under the drivers cab floor to be independently identified so temporary tags were tied on.

After steam test the boiler blisters were refitted.

The sand boxes were topped up and all worked satisfactorily at FTR.

Next day was our move to Sheffield Park, including a loco turn at Willesden. We were met at the Bluebell Railway boundary by the B Rly crew who took us on to Sheffield Park. The next couple of days were spent preparing for the weekend's Giants of Steam Gala. We refitted the slacker nozzle and the loco got a good clean. It was good to have the time as normally we land the day before a Gala.

We raised steam and the loco was examined by the B Rly, who passed fit to run.

The new screws fitted to the right footplate cladding angle were given another coat of BR Express Blue.

On the back of the tender the coal on the flat section was moved forward and the surface washed off. While on preserved railways we only use the very front of the tender for coal.

Noted on a previous occasion, the vacuum reservoir hard pipe under the cab runs through a clip in which the pipe is loose. The clip was removed and reshaped and it now holds the pipe rigidly.

Under the loco the right gauge frame drain was seen to be running so the drain valve was nipped up.

On preserved railways when the large vacuum ejector is used the clack sometimes sticks, so pre-emptively it was removed, lightly lapped, oiled and refitted. The cap was also lapped and refitted.

In the coach the local water supply was tested and the boiler treatment regime formulated.

As we noted a drop in the vacuum train pipe, the drip valve under the front bufferbeam and under the right Cartazzi frame were cleaned out though there were no obvious defects. The tender vac hose coupling seal was also changed.

The axleboxes were examined for water and it was decided to oil change trailing left tender (L4) as the oil was dirty.

Our speedo removed earlier this year was handed over to the repairer, who took it to his workshop. He returned it a couple of days later. Apparently some metallic particles had found their way in to the mechanism. These were removed and it tested OK on the bench. It was returned secured in it's own carry box supplied by our repairer.

The next day we began our Gala appearance. The reception was as we have come to expect at a preserved railway, packed trains and a delighted railway management. The car parks were full before we even ran on our first train. Platform access had to be limited. It was said that the event was bigger than Scotsman. The loco looked superb and we achieved 100% availability. It required no maintenance by the hiring railway and we were visited by a number of railway managers and the shed staff, all grateful for what we provided.

  • Siphon holes.
    Un-used siphon holes plugged. 16 September 2024.
    Photograph © Darrin Crone.
  • Non-return valve.
    The non-return valve on the middle valve tailrod during examination. 16 September 2024.
    Photograph © Darrin Crone.
  • Bogies.
    The bogies removed from our support coach. 18 September 2024.
    Photograph © Darrin Crone.
  • Turning.
    Turning the loco at Valley with the sun rising behind the loco. 18 September 2024.
    Photograph © Andy Barwick.
  • Atomisers.
    The atomisers during examination. 18 September 2024.
    Photograph © Darrin Crone.
  • Steam heat pipe.
    New section of steam heat pipe being fitted to the coach. 24 September 2024.
    Photograph © Darrin Crone.
  • Gauze.
    Two screws either side of the gauze in the cylinder lubricator to close holes. 25 September 2024.
    Photograph © Darrin Crone.
  • New handle.
    The new handle fitted to the steam sands valve. 25 September 2024.
    Photograph © Darrin Crone.
  • Slacker nozzle.
    The slacker nozzle removed, for now. 7 October 2024.
    Photograph © Darrin Crone.
  • On the prep pit.
    The loco lit on the prep pit at Crewe. 7 October 2024.
    Photograph © Darrin Crone.
  • Vacuum drip valve.
    One of the vacuum drip valves examined. 10 October 2024.
    Photograph © David Allinson.
  • At Sheffield Park.
    The loco gleaming at Sheffield Park. 11 October 2024.
    Photograph © Keith Scarrott.

4 October 2024.

The new TPWS cab floor upstand was tried in position and seemed OK, so was finished by drilling mounting holes in its flange. It was then painted. The floor boards were removed and pilot holes drilled for the securing screws.

The weld repaired R2 coupled hornstay was removed from its jig and was measured. It was found to be over long where the new section had been welded in. So it was put back on the jig and the outer bar of the hornstay heated allowed to cool. This shortened it, but the process had to be repeated a number of times.

The electrical systems disconnected for welding on the loco were reconnected and tested OK.

The tender was drained through the sump to see if the bottom of the tank was accumulating dirt. The tender drained clean water until empty. We seem to have step changes in the water quality in the boiler as if from time to time we release a lump of contamination in to the water. We test our water supply so we know we aren't introducing quantities of contaminated water.

A number of special, tender spring end screws were put in the support coach for future use out of our store. We were at Southall some time ago without spares and one had to be specially made.

Next day we continued to heat the hornstay and by about midday it was tight on to the jig. It was removed and was refitted to the loco. The hornstay went up well and the vertical and some of the horizontal bolts refitted. The new fitted bolt for location R6 was finish machined once we knew the bolt holes would line up.

With all the bolts in, the split pins were cut to length and a start made on fitting them. The horizontal bolts in particular need shortened pins.

Elsewhere on the loco the space on top of the tender around the water filler was cleaned out. We don't go up there very often as the tender is filled from ground level on the Network and at Crewe, but there was a tree branch sticking up so he went up to remove it and clear the area of spilled coal. Meanwhile the loco bottom end was cleaned.

The dumped tender water was tested and the tender sump cap refitted after making a new rubber seal.

With the TPWS upstand now painted to gloss, it was screwed in place.

Cleaning of the loco continued with polishing the left side of the loco and the right cab side.

The final horizontal hornstay bolts for R2 were refitted. The loco had to be pinched to get new R6 horizontal bolt in. The bolt was then drilled for the split pin in-situ. Before the spring was refitted the horn wedge was positioned and secured in place to give the required axlebox clearance. The spring was then refitted.

The material used for the new hornstay bolt was from SNG stock and the material certificate was given to LNWRh, and they created a job in their own system to cover it.

Finished with the hornstay in the pit, the ashpan was washed out after the firebox was cleaned. The pit was later emptied of ash from under the loco.

With the pit cleared the horn wedge, adjusted for coupled axlebox R2, was secured with its locknuts.

The loco was greased all round.

The valve gear button oilers were examined and the wire loop top of the trimming found in the left expansion link oil reservoir was found crushed and not doing its job preventing the trimming from disappearing down its hole. The loop was reformed but the wire was damaged so a new trimming was made from our trimming kit.

The oil boxes under the cladding were examined to ensure they were water free and that the trimmings were in good condition. We have different number of strands (tails) on trimmings feeding different locations and it appeared that some of the trimmings had moved, so the oil pot drawings were consulted and all the trimmings were put in their correct siphon holes. Some trimmings had excess tails, dating from post overhaul running-in when we over oil, so these were cut off. The present arrangement was recorded on amended drawings.

Under the loco the R2 hornstay was repainted to gloss.

We now prepared for our next trip, a Blackpool to Carlisle Fellsman. The warming fire was put in and then the right side of the loco was washed down.

Next day the the fire was built up and the cab cleaned.

The outside of the loco was oiled and the sandboxes checked.

Under the loco the bogie axleboxes were topped up.

New batteries were put in the cab lights.

The FTR found a loose cladding bolt through the footplate near the right sandbox filler pipe and a loose tender spring hook bolt screw. Both were tightened though it was noted that the hook bolt screw should be examined after the run.

The right steam sands was not delivering so the trap cover was taken off as the usual problem is oily sand, but it was found to be OK. As the steam seemed weak the steam nozzle was removed and cleaned through with wire. It was reassembled and worked well.

The horn gaps for R2 and R3 axleboxes were checked after the fitting of the repaired hornstays, with our long feeler gauges. Previously they had been set using the wedge adjusting screws thread pitch and taper dimensions. R3 was readjusted. As the loco was in steam we could use the force of the brakes to push the axleboxes hard on to the leading horn.

The top nut, inlet, to the steam sands valve was tightened as a whisp of steam was seen.

In the early hours of the next morning the ashpan was cleaned out and the fire built up. The remaining oiling was completed and we were ready to go.

We were serviced again on Upperby and the running temperatures of the axleboxes were measured. R2 and R3 showed similar temperatures to the rest so the repairs have not had an adverse effect on the loco. Also the springs being removed and refitted didn't seem to effect the loco performance either.

After a successful run the loco returned to Crewe and back on shed the boiler was filled.

As we used a Crewe support coach, next day it was cleared of our gear. Boiler water samples were taken and tested, again with the water looking dirty.

The firebox and smokebox exams were completed and the final paperwork passed to LNWRh.

The hook bolt screw (R5) tightened before the run was removed and replaced with a new one from our stock of spares. Before fitting the screw the hole was cleaned out with a tap. The new screw tightened up hard and is fitted with a spring washer.

At our support coach the batteries were topped up and their voltage checked. The voltage of one is low so probably requires replacement. They've done well as they predate the last overhaul.

The clip that secures the driver's side cab doors had broken so this was welded up.

Back at Crewe to prepare for our next trip to Carlisle from Chester, the firebox was cleaned and a warming fire put in. The outside of the loco and valve gear was greased.

The cab was cleaned while the outside the loco was polished.

The repaired driver's side cab door clip was refitted.

Earlier, it was reported that a new plug trimming was put in the left expansion link button oiler. The left expansion link was examined to ensure that the oil usage by the new trimming was satisfactory. It was. However, the trimming hole was measured to be ¼". This is interesting as the BR spec for plug trimmings is only specified as 3/8". This got me curious so the other button oilers were opened up and the right combination link is 5/16, and it was found completely empty as if cleaned out and not refilled. It was filled and a note made to check it again after the next trip.

Our new lapping guides for the slacker and sluice valves were tried. The slacker wouldn't enter the valve but the sluice was OK, but the sluice valve spindle wouldn't enter the guide, so both valves had to be left. The slacker had been reported as passing at times.

Next day was our FTR and a loose gland nut on the tender steam heat valve which was nipped up. The brakes were adjusted.

The steam sands worked satisfactorily after they were wrapped in plastic bag last trip. New bags were added, however the leading left gravity sands wouldn't work. This is very unusual as they have never failed. So the sand pipe had to be removed to access the valve at the bottom of the sand box. With this removed the valve was cleared with a wire, and after operating straight to the ground a number of times the pipe was refitted, with a new gasket.

Next days run went well with the early bad weather clearing over the S&C.

At disposal the smokebox was dug out and the Duty Engineer examination completed. The cab was tidied while the LSL support coach was cleared of our gear and returned to our support coach.

Our new leading tender brasses were completed by LNWRh. We plan to run them in on a preserved railway before going mainline with them so they've been put in store.

Back in the workshop a steel lapping valve was made for the slacker and the guide thread machined. Also, the sluice guide was reamed to suit the loco valve.

  • Hornstay.
    The right driving hornstay being heated to adjust its length. 19 August 2024.
    Photograph © Nigel Hoskison.
  • Hornstay bolt.
    Horizontal hornstay bolt R6 The new horizontal hornstay bolt just off the lathe. 20 August 2024.
    Photograph © Darrin Crone.
  • Hornstay.
    The right driving hornstay with the old removed section behind. 20 August 2024.
    Photograph © Darrin Crone.
  • Oiling trimming.
    The new oiling trimming for the left expansion link pin. 22 August 2024.
    Photograph © Scott Middlemiss.
  • Upstand.
    The new protective upstand under the TPWS enclosure covering the electrical conduits. 22 August 2024.
    Photograph © Darrin Crone.
  • The trimmings.
    The trimmings are examined in the oil boxes behind the cladding access doors. 22 August 2024.
    Photograph © Darrin Crone.
  • Frames cleaned.
    During our period out of traffic between the frames has been cleaned. 26 August 2024.
    Photograph © Darrin Crone.
  • On the prep pits.
    On the prep pits at Crewe prepared for next days Blackpool Carlisle job. 27 August 2024.
    Photograph © Frankie Hutchings.
  • 60532.
    After the run, back on the pit we stood next to 60532. 29 August 2024.
    Photograph © Darrin Crone.
  • Spring end screw.
    A new tender spring end screw during fitting. 29 August 2024.
    Photograph © Darrin Crone.
  • Cab door clip.
    The driver's side cab door clip broke. It has since been repaired. 1 September 2024.
    Photograph © Darrin Crone.
  • Back on the prep pit.
    Back on the prep pit with a warming fire in for our next job. 9 September 2024.
    Photograph © Darrin Crone.
  • Refitted pipe.
    During our fitness to run the left leading sands refused to work. Here the pipe is refitted after clearing the valve. 10 September 2024.
    Photograph © Darrin Crone.
  • Lapping jig.
    A lapping jig has been made for the slacker valve. 13 September 2024.
    Photograph © Darrin Crone.

3 September 2024.

After our arrival back at Crewe from Bishops Lydeard, the smokebox and firebox were examined and the duty engineer paperwork work completed and given to LNWRh. The loaned "support coach" was finally emptied with our gear going back in our coach. Hopefully we won't have to use it again.

As the loco was not required to run again until the end of August the backlog of work we wanted to do and the recent defects were discussed with LNWRh and a job list put together. We were looking forward to a quiet August but the loco made sure we would be kept busy. A full copy of our defect list forms were sent to LNWRh, as we do occasionally.

Back in the office the temperature of bearings taken while running, recorded in our daily records were compiled on a spread sheet so that they can be easily accessed and compared with oil consumption.

Back at Crewe the main job to progress was the repair of the two cracked coupled wheel hornstays. The hornstays were cleaned off and examined with LNWRh, who were to do the welding.

It was also decided, while the engine was at Crewe, to weld up the crack in coupled horn R4, which had been under observation for the last couple of years. As it was planned to weld the loco the electrical systems were disconnected.

The right leading drain cock pipe that repeatedly cracked was renewed by LNWRh. The pipe clamp was adjusted so that the pipes point slightly outwards avoiding contacting the leading bogie wheels on tight curves. The screws holding the clip together were also replaced by shorter bolts and a missing spring washer added.

The mechanical lubricator travel was measured so that when the depth of the oil is taken after a trip, we know if the volume of the pump unit is contributing to the apparent oil usage.

The damaged thread in the trailing tender spring hanger on the right leading spring was examined. It was suggested that the hole be tapped out a size. It is a space efficient way, but it would mean having a special screw for this location alone, and as they do get worn by the spring we would have to ensure we had spares. It was decided to repair the hole with a wire insert and use our standard screws, for which we have existing spares in our storage container. An insert kit was ordered.

The spring broken at the ELR has been returned to us at Crewe. Our springs are now kept on a storage rack around the back of the shed.

While round the back of the tender disconnecting the GSMR the upper vestibule supports and leaf spring pins were oiled as they looked dry.

Between the frames has seen cleaning over the period under review and a great job has been done. It really brightens under the loco, as well as making it a much cleaner experience working under the loco.

The paint around the crack in horn R4 was removed with a view to having the crack welded up.

Back on our main job of removing the cracked hornstays, the cotter pins were first removed from the securing bolts of the right trailing (R3). The gap between the axlebox tops of R3 and R2 (right driving) coupled wheels and the inside of the horn castings were measured so that blocks could be put in, so that the loco was supported when the springs were removed. The springs needing to be removed to allow the hornstays to be removed. The blocks were made by LNWRh, with R3 block being finished and fitted by SNG.

Next, R3 coupled spring was removed. As the loco sits lower than designed to comply with the modern loading gauge, the loco had to be jacked under the Cartazzi frames to expose the spring hanger pin for it's removal. The spring was slung from the axle and lowered in to the bottom of the pit.

Meanwhile the tender brakes were backed off and a a start was made on replacing the brake blocks. One required the pin hole to be cleaned out and others were tight. The tender re-blocking was completed and the brakes were then adjusted.

When the hornstays are removed and refitted they are supported by lengths of studding we made at York during the overhaul. These we retrieved from our Crewe container.

Somehow moving from our coach to the LSL support coach recently we lost our workshop extension lead so we couldn't get all our rechargeable electricals on charge at once, so a new lead was bought and fitted in the workshop. The workshop also received a sort out as there were still things from our recent move still to be put away.

One outstanding job started last year was the fitting of protective steel springs to the coupled axlebox oil hoses. The original was mild steel with quite a coarse coil and where contacting the loco had worn through or allowed the hose rubber to wear. New spring coil was bought and had been fitted to one of the hoses last year and has worked well. Now another hose, R3, was fitted. This hose being removed to allow access to the hornstay for removal.

Under the loco the vertical hornstay bolts were removed from R3 and replaced by the studding leaving the hornstay in place until we were ready to remove it. The horizontal bolts were then removed, though this required the loco to be moved with pinch bars, needing five people to move it. The spokes of the wheel need to be positioned to access the outside of the bolts.

As we moved the loco we also removed three of the four horizontal bolts from R2 (right driving) hornstay to save moving the engine again when we moved on to that. Thanks to the volunteers for moving the loco on one of the hottest days of the year on the outside pit. Taking pity on us Boilershop bought us icecream.

While taking the vertical bolts out of R3 a loose vacuum pipe was found. This runs from the main train pipe that runs along the top of the frames, to the trailing loco brake cylinder. The pipe was removed with it's flange, in which it was loose. The assembly was given to LNWRh, who seal welded it. The pipe and flange were then repainted before fitting.

While the pipe dried, the leading spring hanger Spenser bottom plate on the right trailing coupled spring which had a stud to secure the hanger nut lock. These studs are often damaged when adjusting the spring hanger nut, so the stud was removed and the hole chased through to clean it, and a screw fitted. Most of the other hangers are like this. The stud is the original arrangement and this was refitted at overhaul when a new bottom plate was needed.

The vertical hornstay nuts were then removed from R2. Before R2 spring was removed the axlebox top spacing block was fitted. The oil hose was removed and fitted with a new protective spring, and hose R3 refitted.

Spring R2 was then removed, having to take the upper brake pull off to make room to lower the spring. To access the spring hanger pin the loco was again jacked at the Cartazzi outer frames. The loco then had to be pinched again to access the last horizontal hornstay bolt. Unfortunately the bolt was damaged when driven out so a new bolt will be required. The week ended with both R2 and R3 hornstays ready to be removed for repair.

First thing the following week R3 hornstay was removed and was taken to LNWRh's welder. The hornstay was fastened down on to a bench and the cracks vee-ed out and then welded up.

Off the engine a new protective spring was fitted to axlebox oil hose L3, it was then refitted.

New pipe clips were made for the atomised oil pipe to the middle steam chest in the smokebox. The pipe has been subject to damage while the spark screens are removed during washout. Some spare clips were made at the same time and put in our box of spare clips and cotters in the support coach. The smokebox was then drilled and tapped and the clips fitted.

The welded vacuum pipe was refitted along with the hose that runs to the loco intermediate vacuum cylinder.

While we waited for R3 hornstay to be tested after welding we removed R2 and cleaned it ready for welding. It was then taken in to the boilershop for welding.

During testing of R3 a further crack was found in the leading inside corner of the inboard bar and this was also welded up. Eventually we got R3 back and it was measured to see how much it had moved during welding. We also measured the loco over the horn block casting as best we could and compared our results. Unsure of where the fit would be tight it was offered up to try the fit. It did take some knocking on but about the same as when it was removed. It seemed to go up quite happily so we decided to leave it in place and secure it. The axlebox clearance adjusting wedge was dropped to ensure we didn't pinch the box during fitting if the horns had moved in.

Held in place by studding the vertical and horizontal hornstay bolts were refitted and flogged up. All were marked with their orientation and location, so went in and were flogged up and their securing cotter pins fitted well. To fit all the horizontal bolts we had to pinch the loco again. Some of the horizontal bolts also need to be die-nutted to clean up their threads as to drive them out they can receive some mechanical damage.

Back in the boilershop a start had been made on cutting back the cracks in R2 to find sound material. We soon found below the casting'ss surface large inclusions from where the cracks probably originated or ran to. As we looked for sound material further inclusions were found just below the surface in the outer bar. It was then decided that the whole outer bar should be cut out and new let in. Major surgery ensued. With the outer bar cut out the body of the stay was ground out to sound material and rebuilt with welded. A new outer bar was machined from solid bar by LNWRh.

To control the shape and dimensions of the hornstay during welding a jig was made from an old 60532 piece of slidebar. It was cut and it's ends machined to represent the loco horns. The slidebar was drilled to take bolting through the hornstay. With the hornstay bolted to the jig the faces of the hornstay where the new piece was to be let in was jacked out a little to allow for the welds to contract. We left the welder to weld in the new section.

The L2 axlebox oil hose was removed to fit a new protective spring but there was some damage to the rubber hose. The old spring was removed and the damaged outer of the hose cut out. The hose was then thoroughly cleaned and a wrap of new rubber glued in to place. The hose does not rely on the outer to seal oil, this is done by the central rubber hose, the outer providing mechanical protection only.

The R1 hose was also removed and the old outer spring removed.

While working on the engine the support coach was shunted to the south end of the shed using a HST power car. I should have taken a photo.

A new gaiter was fitted to the right leading vacuum cylinder piston rod as it had been reported as a defect, the in service one being torn.

With the right trailing coupled hornstay R3 refitted the bolting was split pinned, and then we went on to lift and fit the loco spring. After being pinned to it's hanger the end hanger bolts were fitted and tensioned by jacking the spring and tightening the hanger nuts. After the hanger bolt lengths were set to the dimensions taken when removed, the axlebox horn wedge was reset and locked in place. The axlebox top spacer was removed by jacking the loco.

Outside the side rods were cleaned and oiled.

We've had ongoing problems with the dust seals on the leading coupled axleboxes moving and gapping inside their retainers so it was decided to remove the retainers and repack. We used a larger packing rope so that the retainer applied more force. Longer screws were also used to enable the packings to be drawn in. They are yet to be tried in traffic but are more secure and look good.

With R3 hornstay and spring now refitted and R2 in the machine shop being pressed onto it's jig, a start was made on making new ends for the smokebox door bar. The problem with the current arrangement is that it contacts the back of the smokebox door so that the full closing force of the door isn'st fully on the door seal. Some pieces of thick flat were cut and shaped to replace the current ends.

Axlebox oil hose R1 was fitted with a new protective spring and was refitted, then R3 secured to its axlebox oil tray now the hornstay and spring were refitted.

The refitted R3 hornstay and crack in R4 horn were repainted. It had been decided not to weld the crack but to conyinue to monitor it, as had been the case for the last two years.

With hornstay R2 fitted to the jig the new outboard bar was machined from new material to be welded in to the hornstay. R2 hornstay was taken to the boilershop to be prepared for welding, while an additional small crack was found in the inside corner, leading end of the inboard bar. It was easily ground out and did not go far in to the hornstay.

The piece of backhead cladding that had fell off it's tack welds some time ago has been refitted. This time the backhead was drilled and two rivet nuts fitted. The backhead piece was drilled and screwed in place and finally painted.

The worn thread in the trailing tender hook bolt of the leading right tender spring was remade with a helicoil (wire insert). It will be monitored.

The smokebox door bar new ends were tacked on the bar by SNG and finally welded by LNWRh.

During our time below the engine, working on the hornstays a leaking mechanical lubricator pipe union found. To tighten it the brackets securing the pipework had to be released and the pipes separated. The union took a tighten, the others in the location were tight. The brackets were re-secured with longer screws to enable spring washers to be fitted to better secure the brackets.

To decrease the time it takes to fill the coupled axleboxes with oil, a bung has been fitted to the oil pump filler pipe. The coupled axleboxes were checked for water and then filled with the new rearrangement. Now oil can be pumped in to the axlebox underkeeps in a fraction of the time it takes to fill them with an open pipe while waiting for the oil level to naturally stabilise.

With hornstay R3 refitted the axlebox clearance in it's horns was reset by adjusting the wedge in the leading horn.

The R2 hornstay needed a new horizontal fitted bolt. The hole in the frames and the hornstay were measured and a hornstay bolt roughed out leaving the bolt oversize in case the hole needed to the reamed out if out of line when reassembled.

The protective spring was fitted to coupled axlebox oil hose L2. The hose had some surface damage so was wrapped with adhesive rubber before the spring was fitted. The elbow connection on the axlebox oil tray had a damaged thread so was removed and die-nutted to restore the thread. The elbow and hose were then refitted.

As part of our ongoing investigations in to boiler water treatment we visited the water specialist at the NYMR. We have talked and corresponded with him in the past and again we came away knowing a little bit more than we did before.

A long outstanding job is the manufacture and fitting of a protective upstand for under the TPWS enclosure, under the driver's seat. Under the enclosure the conduits go through a large hole in the cab floor and around the conduits rubbish can get below the floor. So, an upstand was fabricated for trial fitting at Crewe.

  • Brakeblocks.
    Work on the tender brakeblocks and loco hornstays on the prep pit at Crewe. 31 July 2024.
    Photograph © Richard Swales.
  • Trailing wheel.
    The trailing right coupled wheel spring is removed. 31 July 2024.
    Photograph © Darrin Crone.
  • Leaking union.
    The leaking lubricator union. 1 August 2024.
    Photograph © Darrin Crone.
  • Hornstay.
    The right trailing hornstay held on temporarily and new spring to oil hose. 1 August 2024.
    Photograph © Darrin Crone.
  • At Crewe.
    The loco stood outside at Crewe. 1 August 2024.
    Photograph © Darrin Crone.
  • Lubrication pipe.
    The middle steam chest lubrication pipe is now clipped. 6 August 2024.
    Photograph © Scott Middlemiss.
  • R3 Hornstay bolts.
    R3 The horizontal hornstay bolts are driven in to the right trailing. 6 August 2024.
    Photograph © Darrin Crone.
  • Piston gaiter.
    A new vacuum cylinder piston gaiter is fitted. 7 August 2024.
    Photograph © Darrin Crone.
  • Right hornstay.
    The right driving hornstay on its supporting jig being drilled through for bolting. 7 August 2024.
    Photograph © Darrin Crone.
  • Sealing ropes.
    New sealing ropes have been fitted to the leading axleboxes. 8 August 2024.
    Photograph © Darrin Crone.
  • Hydrant cap.
    A New hydrant cap has been fitted to the tender, 12 August 2024.
    Photograph © Darrin Crone.
  • Hook bolt.
    The hook bolt has been fitted with a thread insert and new screw, 12 August 2024.
    Photograph © Darrin Crone.
  • Door bar.
    The smokebox door bar has been fitted with new ends, 14 August 2024.
    Photograph © Darrin Crone.
  • Backhead cladding.
    The detached section of backhead cladding is now fitted with screws. 14 August 2024.
    Photograph © Darrin Crone.
  • Bteween frames.
    Between the frames has seen extensive cleaning. 14 August 2024.
    Photograph © Darrin Crone.
  • Right hornstay.
    The right driving hornstay with new outer bar welded in. 14 August 2024.
    Photograph © Darrin Crone.

29 July 2024.

The 28 day mechanical exam recorded the right leading tender brake block as flanging, i.e. wearing around the outside surface of the wheel. Upon inspection is was wearing around the tyre chamfer not the wheel face, however the block was removed and the edge ground off and the block refitted.

At the same time it was decided to replace the coupled brake blocks, as even though still serviceable, we were about to go to Bishops Lydeard and they would most probably require replacement before our return to Crewe. After fitting the blocks, the brakes on loco and tender were adjusted.

While on site we washed out the steam test fire and barrowed the ash out of the pit.

With the steam test complete the boiler blisters were refitted.

With time on shed it was decided to pre-prepare the loco for its next mainline outing. The mechanical lubricators were filled.

The boiler casing hatch above the mechanical lubricators has been sticking. It is mainly due to the wear in the mechanism, but it was oiled and this makes it secure much more easily.

The little ends and button oilers were examined for water contamination. The right little end, the crosshead drop link button and trailing union link button were all cleaned out and filled with fresh oil.

All the brake gear links were oiled.

Next day, as a follow up to a visit to British Felt by one of our volunteers, we went to see the MD of British Felt. We took samples of the felt we use, and a sample which when given to me, I was told was an ex-BR felt. It looks like the BR felt has been cut to shape by a punch its so neat. The visit was very interesting and the MD, Nick Arpino was very knowledgeable regarding how felts behave in a lubrication application. We learned lots, but the main thing was that our inherited practice is correct.

Immediately after British Felt we visited Hanna instruments who manufacture water test equipment. We are still on the "water test" leaning curve and were investigating if we could test directly for oxygen content of the boiler water, rather than testing for tannin, which is an oxygen scavenger. The problem we have with testing for tannin is the test is not clear cut as the iron content of the water affects the reading. Our investigations, and learning continues.

Back in the office our "Footplate Code of Conduct" document was sent to Crewe. This is a document based on a MSLOA document so is regarded as standard industry practice.

Quite a bit of time has been spent talking to different people about coach wheelsets and their re-tyring. We now have the procedures for the removal and refit of the wheelset roller bearings, and that has been shared with a contractor who is quoting for the new tyres. Meanwhile, we still wait for Crewe to lift the coach so we can get the wheelsets away for re-tyring.

We were soon back at Crewe to prepare the loco for a Blackpool to Carlisle job. The firebox was cleaned and a warming fire put in later that day, after we had refitted the smokebox spark screens. These were removed for washout and steam test.

The loco was cleaned and the electrics put on charge. The the Crewe tanked water supply was tested to see what we put in the tender. The tender was then filled with water and the loco was greased.

The left trailing bogie axlebox, oil tray and journal were examined, as on the previous trip the LNWRh duty engineer had reported that it was warmer than the other bogie axleboxes. This is usually the case but as it had been raised as a defect we thought it would be wise to give it a full examination. Nothing untoward was found. After this was completed the other inside axleboxes were drained to ensure they were uncontaminated by water.

The tender oil trays and journals were examined. Some were found to be a little dirty so they were given an oil change.

As there was evidence of the smokebox door contacting the door bar, therefore not getting full tightening of the door, boilershop welded a pad on the bar to space it back and clear the door.

Next day was the FTR. We lit the engine and looked after the fire and cleaned the cab. The axlebox oiling was completed and then the frames bolts that have taken tightening this year we checked. All were found to have stayed tight.

After the Blackpool job we were to move to Bishops Lydeard using a Crewe coach as our own is not permitted on the network. So we moved our equipment in to the other coach, a Mk2 air conditioned (when attached to a diesel) first open brake. An unwelcome job on top of everything we have to do to get the loco ready. However, by the end of the day the FTR was passed with no issues and the loco looked superb.

After a few hours downtime we were up to get the loco ready for the trip to Blackpool. It was a long day with servicing at Carlisle taking place at Upperby, 60007 being the first steam loco to visit the site under Crewe's ownership.

After a very late arrival back at Crewe the loco was made safe and we got some sleep before preparing for our move to Bishops Lydeard. With some of the Blackpool crew with us and some for the move we had a good team and managed to give the loco another good clean knowing we'd have little time after the move, before the following day's English Riviera Express.

With the loco still hot from yesterday we soon had pressure enough to go through our FTR, which allowed us a more relaxed afternoon.

During the FTR the steam sands box leading flange nuts on the frame stretcher bolts were found loose. This used to be a regular occurrence but they've stayed tight for sometime now. They were tightened.

A loose nut was found on the upper left bolt on the leading vacuum cylinder lever safety bar. This was tightened.

A loose nut was found on a stud that secures the cods mouth key guide to the right leading valve cover. The nut was removed and a spring washer added, then the nut tightened.

A number of screws in the cylinder cladding were found loose, again a regular occurrence and only found as we hadn't got round to the routine task of tightening them before a run.

The last of the stuff to go in the loaned "support coach" was loaded in the evening while we also went shopping for domestic supplies for next day.

The next day was our move to Bishops Lydeard via Chester and Gloucester, as the Seven Tunnel was closed. It was a long day with approximately 300 miles covered. At Bishops Lydeard the job was to make safe the loco and get some rest as were were on an English Rivera Express next day.

We had good weather and the loco performed well on the English Rivera Express. It was reported on the outboard trip that the speedo was occasionally failing to read so the spare electronic GPS unit was sent up to the footplate. At the Churston servicing stop the connecting plug at the back of the unit was examined and found to be loose, so it was tightened as best we could as it is surrounded by hot pipework. The unit now decided to completely stop working.

After a whirlwind few days and after completing the ERE we disposed of the loco and traveled the 300 miles or so home, except for one of our volunteers who was staying on to do the next Plymouth trip.

With a volunteer at Bishops Lydeard, he disconnected the speedo to examine the electrical connections as instructed by LNWRh, who normally look after the loco electrics. LNWRh then sent a technician to Bishops Lydeard where a loose wire was found. It was re-secured and the speedo tested. Our volunteer finished the job by fastening the speedo head to the cab mounting bracket. We haven't had a problem since.

At Bishops Lydeard the loco was then prepared and a fire put in it, with a couple of our volunteers staying with the loco overnight.

At Bishops Lydeard the screws securing the rubbing plate under the tender draw hook were found to be loose. Where they had unscrewed they were damaged by the movement of the draw hook. One screw was recovered and another screwed in, sufficient for the next trip.

The right leading drain cock pipe was again found cracked so was taken to Minehead to the WSR workshop for re-brazing.

The trip went well but as a section of the turning triangle at Laira was unavailable the loco had to return to Taunton on the back of the train, tender first.

Back in the office some audit work was done updating the SNG files with records concerning safety valves and fusible plugs. The ultrasonic test certificates and annual electrical test certificates were also added to our files.

New screws were bought for the tender drawhook rubbing plate. The existing screws were slotted but it was decided to use socket screws as it is much easier getting an Allen key on to the screws and to get them tightened hard. Perhaps not as authentic but they will be more reliable.

We were soon back at Bishops Lydeard for the next English Riviera Express. After a quick look round the loco we discussed the next few days with WSR. We had the loaned "support coach" parked in the bay platform to prep for our return to Crewe, and the support coach in the shed to vacate. The loaned "support coach" would need shunting to the shed and the loco would have to go outside the shed so the pit could be cleaned and the safety valves operated. We also still awaited our timings for our trip back to Crewe. The WSR were a great help in making our stay there as easy as possible.

The usual prep activities were carried out, oiling, cleaning inside and out. In addition we carried out a water change.

The right leading drain cock pipe was again found cracked so it was wrapped with the leather from the palm of a rigger glove and tied with a jubilee clip. It has held well.

The new screws were fitted to the tender drawhook rubbing plate.

Next day was our FTR examination. The left steam sands refused to work so had to be cleaned out of oily sand. I normally do this before FTR but they've been OK last couple of times they were checked.

The Gresley gear was greased as were the expansion link trunnions, die blocks, lubricator drive gear and loco brake shafts. The corks and buttons were oiled as was the handbrake shaft screw.

Next morning we did the final prep. The run went well though the weather was wet. Back at Bishops Lydeard the fire was dropped and a fresh warming fire put in for tomorrows run back to Crewe. Meanwhile the hose was put on the tender tank as it takes hours to fill the tender from the hose available on the shed.

It was noted that the left piston rod has picked up some corrosion pitting. This was noted on the last trip and is unusual.

Next day we were off, back to Crewe. The run went well with much early running. We stopped at Maindee for water where pitting could be seen to the right piston rod, where the loco was stopped with the rod almost fully extended.

With an early arrival at Crewe, we leveled the fire and pulled up the clinkers, and made a start on filling the boiler. We also made a start moving our gear from the loaned "support coach" back to our coach 21096, which we wait to be lifted to get our wheelsets out for re-tyring.

The oil levels in the mechanical lubricators and coupling and connecting rods were measured .

  • Bogie journal.
    The right trailing bogie journal is examined. 1 July 2024.
    Photograph © Richard Swales.
  • Oil trays.
    The tender axlebox oil trays are cleaned and the bearings examined. 1 July 2024.
    Photograph © Richard Swales.
  • On shed.
    Finishing touches on shed at Crewe before the Blackpool - Carlisle job, 2 July 2024.
    Photograph © Richard Swales.
  • Taking water
    While taking water at Maindee on the way to Bishops Lydeard. 5 July.
    Photograph © Darrin Crone.
  • The door bar.
    The door bar is contacting the smokebox door as evidenced by the marking on the lower nut. 5 July 2024.
    Photograph © Darrin Crone.
  • At Kingswear.
    The loco stands at Kingswear waiting to go to Churston for servicing. 6 July 2024.
    Photograph © Scott Middlemiss.
  • At Bishops Lydeard.
    On shed at Bishops Lydeard being prepared for an English Rivera Express. 9 July 2024.
    Photograph © Richard Swales.
  • New screws.
    New screws secure the tender drawbar rubbing plate. 18 July 2024.
    Photograph © Darrin Crone.
  • Drain cock pipe.
    The right leading drain cock pipe has been brazed a couple of times and still cracks. Now supported by a band. 18 July 2024.
    Photograph © Darrin Crone.

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 one 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.

Next day we disposed of the loco fire and cleaned the ashpan.

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 eight 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 change 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.

  • Last items .
    The last items to leave our Grosmont container in a barrow. 29 May 2024.
    Photograph © Darrin Crone.
  • Slight air leak.
    A slight air leak where the steam pipe goes through the smokebox side. 3 June 2024.
    Photograph © Darrin Crone.
  • Birds nest.
    The "birds nests" on the firebox roof stay nuts. 3 June 2024.
    Photograph © Darrin Crone.
  • New handle.
    The new handle on the air system drain beneath the tender. 3 June 2024.
    Photograph © Darrin Crone.
  • Prepared.
    Prepared for next days trip, the rain has just stopped when we finished. 4 June 2024.
    Photograph © Darrin Crone.
  • Oil pipe.
    The oil pipe to the middle steam pipe in the smokebox. 17 June 2024.
    Photograph © Darrin Crone.
  • Left steam pipe.
    The left steam pipe seal remade in the smokebox. 17 June 2024.
    Photograph © Darrin Crone.
  • Atomiser baffle.
    One of the atomiser baffles with a piece of scale removed R Swales. 18 June 2024.
    Photograph © Richard Swales.
  • Smokebox.
    While working in the smokebox at Crewe. 18 June 2024.
    Photograph © Richard Swales.
  • Oil pipe.
    The middle steam pipe oil pipe remade. 18 June 2024.
    Photograph © Darrin Crone.
  • Atomisers refitted.
    The atomisers refitted are checked for oil delivery. 18 June 2024.
    Photograph © Darrin Crone.
  • A fire is lit.
    A fire is lit for tomorrow's steam test after washout. 24 June 2024.
    Photograph © Darrin Crone.
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