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 2025.
5 January 2026
Now finished our running for 2025 we planned out our winter maintenance program and discussed with LNWRh. There's always more jobs that we'd like to do than we have time for, so we prioritised each item. One of the main tasks we identified was for the 25,000 mile rods off exam. As this could have a long lead-time being dependant upon volunteer attendance we decided to tackle this first, and carry out other jobs as time permitted.
The rods on the right side and surrounding areas were cleaned off. The lubricator crank and rod were removed, then the coupling rod caps. The return crank and rod were then removed as one.
In the cab the M8 stand cover was removed for it's annual refurbishment as during the year it gets struck by the fireman's shovel. A start was made in rubbing it down and filling.
Back by the side of the loco the right connecting rod was removed and then the coupling rods. They were then laid out next to the loco for examination. The joint pin (knuckle) was removed for examination and the felt oil pads removed. All journals were lovely and clean, and oily.
The oil pots in the rods were emptied and cleaned out as part of the annual lubrication exam.
The joint pin was given a little light lapping and then blued. It is a very good fit in the rod. The keyway in the rod was a little burred but was scraped until the joint pin rotated without catching on the keyway edge. The pin surface was a little marked so it was decided to grind the pin's journal surface to improve it's finish. This would require a new bush for the rod. In the office, information for the knuckle (joint) pin assembly was printed off our database, so we know the specified interference on the bush in the rod and the fit of the pin in the bush.
At the front of the loco, we removed the right cylinder cover for the cylinder and piston annual exam. We are monitoring the wear on this side as the most worn.
As it is known from other locos that cracks can form in the old BR welds between the piston crossheads and drop links, these were looked at. On both sides the outside crosshead welds were smoothed and then "di-penned" to examine for cracks. The right was clear but the left showed some small cracking. Consequently it was decided to remove the left crosshead for weld repair.
The loco hadn't seen a clean since before it's last run so it was given a wipe over, and in preparation for reassembly the right cylinder studs were die-nutted.
In the firebox, the leading and intermediate firebars were taken up to expose the grate bearer bar. The last time the firebox was cleaned it was seen that the right end of the bar was deformed and was causing firebars to be displaced. It will be removed and rebuilt this winter.
The small end of the right connecting rod, and the rods around the joint (knuckle) pin were di-penned to check for cracking. All were found clear.
A start was made on cutting new felts for the rods with the overall thicknesses being cut out of our felt sheet. The right trailing was then finished to size.
The cover sheet on the tender vestibule has torn and will be replaced this winter. The old one was removed. It is secured with metal strips held on with many small screws. While the cover is off we'll do some cleaning and lubricating up there. The old cover will be used as a pattern.
Now, with time in the office available, the repair of the tender spring broken on the MHR was sorted. The old spring was despatched to the repairers.
A couple of quotes were obtained for the tender vestibule rubber sheet and an order placed.
A couple of LNER type gauge frame protectors appeared on ebay, so we bought them. We have a spare we carry with us, and an old one requiring repair, so really for spare parts only. The ebay protectors are in good condition but require a little tidy up. The nuts that hold the frames together were drilled to accept our pin spanner so they can be tightened.
Back at Crewe the removed right cylinder cover sealing faces and the cover gasket were cleaned off.
Under the cab floor was cleaned out so that the annual inspection of the FVF2 valve could be carried out. A loose compression nut was found on the ashpan spray pipework which was tightened up. The cap was taken off the FVF2 and it was found clean. The steam chest OTMR transducer was also examined to make sure it was clean as it has a tendency to block up. That cost us a new sensor last year. With the floor up the drop grate lever shaft was also greased.
The new felts for the right side rods were completed and put in oil to soak.
The cab pressure gauges were removed for their annual calibration and boxed for transit.
With the CME on site, the bearings in the rods and the crankpins were measured. The CME agreed with the repair procedure for the right joint pin so this was progressed.
The cylinder lubrication pipework was traced through the loco to check against our drawing as there appeared to be an anomaly when we refitted a repaired pipe at Derby. When the pipe was refitted and the system primed the order of oil appearing at the atomises didn't seem logical. It had previously been decided to remove the cylinder lubricator this winter to track down the leak from it's bottom. This required the tagging and removal of the pipework, and the disconnection of the ratchet mechanism and linkage.
The right cylinder bore and piston were measured by the CME. It was found that additional wear this year was negligible. The cover gasket was annealed and the faces graphite greased and the gasket fitted.
The tender vestibule floor was cleaned of pitch so that the door closes more easily.
The cab floor was refitted after the pipework was followed comparing it to our schematic.
The air pump lubricator spring was changed as a preventative measure as it has broken if left for too long.
Away from the works we went to our Crewe storage facility and sheeted the coach wheelsets.
The right knuckle pin was ground by LNWRh, only taking a very light skim, which we were very pleased with. Then a start was made on the new bush. At the loco the old bush was pulled out. Under the bush the rod seemed to have picked up around the oil hole so this was carefully filed off. The rod was then taken round to the press in Mechanical ready for fitting the new bush.
On the left side of the loco the pins and cotters were taken out of the rods. The speedo crank was also removed. The side-play on the left rods was measured as part of the exam.
In preparation for fitting the right rods the right trailing crankpin root radius was dressed as it had picked up some radial marking. The bush in the rod was similarly marked so this was gently scraped and smoothed out.
The ejector shut off valve at the manifold was removed as it had been jamming. The manifold was closed and the valve removed. It was then cleaned for examination. It was planned to make a new spindle but it was decided by LNWRh that the spindle should be cleaned up, the threads chased and the valve refitted.
The deformed grate support was removed. This required the cotters holding up the ashpan spray to be cut out and the bolts holding the leading drilled firebars that are next to the drop grate to be cut out.
In addition to the rod oil boxes we do a full lubrication exam annually. A start has been made with the left top oil boxes, under the casing. The tender axlebox top slide boxes were done and new trimmings fitted. The Cartazzi and reverser stand boxes were also cleaned and examined. Water was found in L2 casing box which is most probably from the middle piston valve so the oil clack on the tailrod was removed for examination.
The right cylinder cover was refitted and the nuts torqued up. The cosmetic cover was then refitted.
The boiler blisters, covering the washout doors, were removed.
During a follow round of the brake schematic the electrical connection assembly of the TPWS intermediate flexi conduit was found loose, so this was tightened.
The lubrication exam continued with the right top oil boxes.
Following through the cylinder lubrication pipework a pipe clamp was found apart just to the rear of the right steam pipe. The components were present though the centre bolt was gone. So, a new bolt was taken from our spares and the clamp reassembled.
The new knuckle pin bush was completed and pressed in. We had measured the squeeze (close-down) the last time we did this so the bore of the bush was made on the machine expecting this close-down. When pressed in it was spot on. This meant no further work required on the bush in the rod. We then took the rod back to the loco and lined up the rods for fitting back together. We tried to slide them back together in line but they interfered. Looking more closely it was found that due to wear, the trailing rod needed to come in from slightly below.
The rods were then put in position, in line with the crank pins and we started to pack them up ready for a final lift. The soaked felts were fitted and in one lift all the coupling rods were on with the help from a gang from Mechanical. The rods needed an odd knock with a block of wood, but they were now tight due to the new felts, and due to their accuracy have to go on dead straight.
We were then left to fit the connecting rod ourselves. The return crank and rod were then refitted and the coupling rod caps. With time left that day we prepared for taking down the left side.
The rubber sheet for the tender vestibule was collected from the suppliers and taken to Crewe.
The right side paintwork of the loco, now clear of rods and packing was wiped over. The main power supply batteries were removed, then the lubrication exam continued by draining the bogie axleboxes.
The right rods were flogged up and pinned as required. The little end nut went a little further so went to the next cotter slot. The nut is "historical" so the cotter didn't want to line up with the rather wonky slot. So to avoid making a new cotter or filing the nut even more, it was decided to make a new washer and use the existing slot. The thickness was calculated to give the correct offset and was fitted. The nut flogged up and the cotter fitted. The cotter had previously been weld repaired.
With the right little end assembled we could move the loco for the removal of the left little end pin. We pinched the loco forward and I think the first time we've managed to move it with 3, so we were relieved we got it to move. The left return crank and rod was then removed.
The left connecting rod was then taken down. To get the crosshead out so that it could be worked on over Christmas we had to split the crosshead from the piston rod. We used our own gear, just to make sure that when we need it, it works.
The outboard lower slidebar was then removed and the crosshead pulled out from the slidebars. The crosshead was then given a clean and taken to the boilershop where it is to be welded. It was left on a trolley well covered up.
The right little end oil cap was removed and the pin trimming removed. The pot was cleaned out and refilled with oil to prime the little end pin (gudgeon pin).
The lower boiler water gauge frame threads were measured in preparation for new lower nuts that are to have extended tops to raise the lower visible level of water in the boiler.
Meanwhile back in the home workshop the new spare gauge frame protectors were reassembled with new hinge pins and springs from our spares.
The ejector manifold isolating valve spindle was put in the lathe and skimmed to take out the necking where is has worn in the packing. The threads have been chased as they are quite worn, Hopefully this will reduce the chance of the valve jamming in future. The handle has always been loose so the square in it was plugged with bronze silver soldered in. A new square has now been put in to give a good fit on the valve spindle, but the spindle flats will need to be extended to allow full engagement of the handle.
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23 December 2025
Back at Crewe after the washout steam test, the fire was disposed of and the firebox cleaned. There was a weep from the top plug on the right gauge frame so the plug was removed, cleaned up and the joint remade.
The white edge to the shovel plate drop plate was painted to gloss. Meanwhile under the loco the crank axle was examined as part of its routine monitoring.
We've had a problem with the left leading brake cylinder not dropping fully so the mobile vacuum pump was connected to the loco. The DV2 was isolated so that the vacuum system could be operated without air. The system was exercised a number of times and the fault couldn't be reproduced. Both leading cylinders were disconnected from their brake shaft and examined, and were found not to be binding in their connections. The large intermediate cylinder was then packed up so it wasn't applying any downward weight and the leading cylinders tested again. This time the right seemed to be the slowest to drop, so the neck seal was examined. The seal was renewed to make it the same as the left, though the old seal looked fine. The packing was taken from the large cylinder and it didn't seem to drop very smoothly. A test with the CME present didn't produce any definite fault so at the moment it is fit for further use.
On the way to being shunted inside off the outside pit where we had steam tested, we took coal so that the new leading left tender spring could be weighed.
The left big end had been reported warmer than the right on a couple of occasions during the year so it had been decided to examine it before our ECML runs, so the connecting rod was taken off. The bearings were lovely and oily and the little end pin was full of oil. The surfaces of bearing and crank pin journal were measured by the CME and all declared fit for further service. So, the rod was put back up. One thing that was noted was how easy the return crank was removed and refitted, a tribute to the excellent fit on the square we achieved at York.
The lower union on the air pump exhaust pipe in the smokebox was reported by Boilershop to show signs of leaking, so it was flogged up with our special air union spanner. We then set up the weighing gear on the leading tender wheelset.
The painted shovel drop plate was refitted. I was going to use the old bolt but noticed it was metric so I threw it in disgust and fitted a Whitworth bolt instead. Then, the tender leading wheel set was weighed.
The oil pipe to the middle piston valve spindle was fitted with a copper pipe clip to a pipe running to one of the middle valve guides. This will make it more difficult for the pipe to jump out of its locating tube.
The boiler blisters were refitted and the primary spark screens were put back in the smokebox. The smokebox door and cod's mouth were then closed.
In the home workshop our old speedo enclosure saw some activity. It may be remembered that sometime ago the movement was repaired. Now the enclosure is seeing attention before the unit is reassembled and refitted to the loco. At the moment we have a LNWRh speedo, and it is planed to refit ours when this comes up for recalibration. New seals were ordered for the bezel glass and the zero adjustment cover screws on the back of the enclosure. On the back of the enclosure was an illegible corroded data plate. This was carefully cleaned off to show the model number, serial number and the date of manufacture, Feb 1955.
Back at Crewe we prepared for our stint based at Wansford, NVR for running three Peterborough to York jobs. The loco's bottom end was cleaned and the Gresley and brake gear greased.
Our personal gear and loco equipment had to be moved in to a loaned support coach. Meanwhile the loco was lit. The DV2 valve isolated for our vacuum brake tests was opened and re-tagged and also the TPWS temporary override switch.
Next day was our mainline FTR and turning move round Crewe. The loco was relit and steam raised, the loco oiled while we also continued to move gear and stores in to our loaned support coach.
Next day we moved from Crewe to Wansford, via Ely to turn us. The weather was very wet and by the time we got to Wansford the loco was filthy. To add to our misery the pit at Wansford was full of water and it took ages to washout the ashpan with the poor water pressure on the shed.
Next day was our first Peterborough to York trip. It's quite special going up the ECML on an A4. We had an ORR inspector ride with us and he seemed to enjoy it too. The run went well and servicing was done in a relaxed atmosphere, with the time and manpower we had. However, on the return journey somewhere about Peascliffe the loco went off the boil. The footplate rep came back and informed us that the crew were struggling to make the loco steam.
The fire was left to burn down and the injector was ran to fill the glass, and as we have superb injectors, it got to work while the pressure was maintained and the glass slowly filled. As the fire burnt down it became brighter and pressure began to rise.
We went lineside to the front of the loco to see if there was anything obviously wrong, but being under the wires it was decided to wait until we could get from under them before we could open the smokebox. The signaller was contacted and it was decided to proceed at reduced speed to Peterborough where we could be positioned clear of the wires.
As we proceeded to Peterborough the pressure gradually rose and the blower became more effective. We had a full glass and plenty of boiler pressure by Peterborough, where we opened the smokebox to find the spark arrestor clogged. After a couple of bashes with a brush the meshes were cleared and the loco was back to normal. We then continued on to the NVR and back to Wansford.
After a late night, next day we were then in to another FTR. The smokebox was examined to make sure the clogging of the meshes was just due to the coal and not some other defect. Nothing else could be seen.
The FTR examiner found a number of loose bolts and nuts which were quickly tightened, while the loco got a clean. Underneath the ashpan was washed out.
Overnight the electric had gone off, so the batteries didn't get much of a charge, though fortunately they had enough for the FTR. The buttons and corks were cleaned out as it had been wet, and the axleboxes filled.
Next day we went to Ely and back to turn, loco only, the support coach being left behind. Back at Wansford we had just enough daylight to dispose and for a quick clean for tomorrows York run.
Next morning the loco was prepared and the smokebox spark mesh was checked to make sure it was clear. We had a good run to York and while servicing the smokebox was examined again. As usual there was some ash up the front of the mesh but nothing unusual and the sides were clear. The smokebox was emptied anyway. The fire was cleaned and the big and little ends oiled. The top brass boxes were also refilled.
Next day at Wansford was another FTR. The soft left driving brake block that was wearing considerably more than the others was taken off and replaced with a new block. Fortunately the other 5 loco blocks weren't that worn and the compensation in the brake rigging could accommodate the new block, though it wouldn't fit at first as the pin hole was too small. The hole had to be burred out.
The leading boiler safety valve was reported blowing light the previous day on the return run, but today it blew on the red line, twice. The left lower gauge frame plug had been leaking so it was removed and lapped in.
We received a report from the CME's office that on the last run steam was seen from the area of trailing right drain cock. I tried to get a turn on it's mounting nuts but couldn't get any movement. We'll keep it under observation.
Next day it was to Ely to turn, then back to Wansford. When we got back we couldn't get on to shed for shunting, so we were very delayed. We finally got coaled and ran on to the coach. We couldn't dispose as the shed hose was being used to fill another loco that needed lighting and had an empty boiler. We did do some lubrication though, with the mechanical lubricators being filled and the inside axleboxes. Finally the hose was available and it was put in our tender but the pressure was low and it only added a few hundred gallons.
We had a very early start next morning so that the ashpan could be washed out. A long process with the low pressure at Wansford shed. The job being done while standing in a flooded pit.
On return to the NVR from York we went to Yarwell to run round the support coach and then back to Wansford shed. Another late night after the loco was made safe.
Next day was our move back to Crewe. As usual, when the loco left the shed and we were on a straight piece of running line, we adjusted the loco brakes. We have to do this as if the brakes are set correctly the loco can't get round Wansford shed yard.
The loco was late off Peterborough and never managed to make the time up. The loco arrived safely back at Crewe with our CME acting as Duty Engineer. As this was our last mainline run of 2025 it completes a year of 100% availability. Next morning the loco was disposed off and the final checks completed.
After the weekend we were back at Crewe to empty the LSL support coach of our gear and to give the completed Duty Engineer paperwork for the last 10 days in to the LNWRh Engineering Office.
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1 December 2025
On Ropley shed the large ejector clack cap was removed to oil the clack to prevent it sticking. The clack was also lightly lapped and so was the cap sealing face. The top plug removed to allow the cap to be used as a lapping guide, has obviously been hit by a hammer in the past, a usual driver's repair. It was noted to replace the plug as it would be better to have a flanged face for sealing. The plug was refitted with a coper sealing washer.
The safety bracket on the left trailing cylinder release valve was removed and then the valve removed. It was reported that the joint was blowing at a previous FTR. The valve was removed and taken into the workshop. It had a knock near the end where it seals against the cylinder, so this was filed to ensure contact was fully on the sealing face. The face on the cylinder casting was also cleaned up. As the faces are worn a copper washer was made and the valve refitted. You have to be careful with the positioning of the valve as it can be struck by the union link, but fortunately with the washer in place the valve position was OK. The safety bracket had to be modified to fit the new position of the valve. Fortunately it moved by about half a flat so the bracket shape didn't need welding up, just filing.
The grate was cleaned and ashpan washed out. The height of the drop grate was adjusted. The firebox and smokebox were examined.
In the cab a missing screw was replaced on the right injector pipework clip, and a Jubilee clip was fitted to the steam heat pipe where it had been contacting a union on the air pump steam supply pipe. A clip had been previously fitted but it was far too long. Outside the loco had a wash down, then polished.
Next day the boiler was drained down about a 3rd of a glass and filled with new water to about ¾ of a glass, to reduce the dissolved solids
The day was used by the MHR for their footplate visits to the loco. The initial plan being to send people up the corridor, but with the trouble people had visiting the cab via staging and the cab doors, I don't think many visitors would have made it up the corridor. The MHR agreed and external staging was used instead. The MHR provided their own explainers and the punters seemed to be happy that they got their money's worth.
Next day a warming fire was lit for the evening static photo charter, the following morning the fire was built up ready for an evening diner and the loco prepared.
After the evening dinner it was back in to a weekend of running with our AGM at Alresford on the Saturday. Upon return to the shed for disposal the left leading loco brake piston wasn't fully down with the brakes off. Next morning the brake cylinder was fully down. The brakes were tried a few times and the piston returned fully each time. However, again back on shed at the end of the day the piston was stuck up say 1".
After the weekend running we were now thinking ahead for our move back to Crewe. The biggest job was to re-block the loco. The loco was quickly reblocked. But, it was found that 2 of the blocks for the tender wouldn't fit on the hangers as the cast gap in the block was too narrow. We looked at grinding the flanges on the block but wouldn't have the reach with a grinder so, the MHR put them on a milling machine and machined out the groove. The blocks then fitted. Finally loco and tender brakes were adjusted.
Meanwhile the left leading brake cylinder needed examining after sticking. The safety bracket was removed and the pin connecting the brake gear and the piston rod. The neck seal was removed and the piston rod. The guide bush for the rod was cleaned out and the rod looked to be in good condition. The nylon seal in the neck seal was worn so a new one was obtained form MHR C&W. The nylon seal was put in the old rubber neck seal and the cylinder reassembled. An additional gasket was fitted between the rubber neck seal and the cylinder to increase the compression on the seal. An authorised repair, as the nylon seal seemed loose on the piston rod. The piston rod was then jacked up and down and operated smoothly returning fully each time.
We then prepared for our FTR. The ashpan was cleaned out and a warming fire was put in.
The loco was greased, and while being greased it was found the leading middle valve spindle oil pipe had been displaced from its holder above the centre of the spindle. The spindle was still oily as the oil pipe was still over the spindle but to the outboard side. And, maybe when running it wobbled a little further over the spindle. The pipe run to the middle spindle and valve crosshead guides are quite long and unsupported so it was noted to attend to this in future. We did over one winter maintenance period improve the run of the bogie stretcher pipework which had also been unsupported. Anyway, the pipe was bent to put a bit of spring in it into the holder.
As we were to use air braking for the FTR the DV2 was opened and tagged, as was the TPWS temporary override switch. The tender rear footstep blocks were refitted and the loco put on charge.
At FTR some loose nuts were found on the pipe brackets on the frame stretcher that supports the leading vacuum cylinders. A broken leaf was also found in the left leading tender spring and a concession was granted to get us back to Crewe, saving us having to get a spring to Ropley and change it. The rest of the prep continued with oiling the motion. The mechanical lubricators and axleboxes were filled.
We were then shunted on to the support coach, and then over to the up platform at Ropley. Where the support coach had been parked in the carriage shed was swept out. We were left in the platform overnight ready for our move back to Crewe the next morning.
Early next morning the MHR driver arrived and we backed a little way down the platform so that the coach could be watered. After that we were straight away to Alton to meet the LSL crew. The day following our arrival back at Crewe the support coach kitchen was cleared, and the coach swept out. Our gear was left in the coach as we didn't know which coach we were to use next. The firebox and smokebox exams were carried out and the Duty Engineer paperwork completed.
Back in the office a start was made on updating our records as it had been 5 weeks since the office was last opened. From the office I went to Coundon Primary School to talk about our locomotive and careers in engineering. The show and tell went very well from an attentive audience who asked questions beyond their years. I was well supported by the school who'd put a video together.
Back at Crewe for a day, the boiler blisters were removed ready for washout, and the last fire disposed of. The smokebox was also cleaned and the primary screens removed. Some firebars were also changed. Lots are now worn and don't clear the ash so well, and making the fire more difficult to dispose of. The boiler was also drained.
Back at Crewe after the weekend the broken tender spring (L1) was changed. It took all day as we were threatened with a shunt just when we were ready to take the spring off. The spring hanger end screw holes were cleaned out with a tap and the screws die-nutted. They have pre-war heads but I can't imagine them being that old. The rubber Spenser boxes had glued themselves on to the hangers, but we are used to that and we were armed with a bottle jack to push them off.
The drop plate to the side of the shovel plate has been painted with a white edge to make it more visible, especially in poor light, as just about everybody has trips over it.
Next day boilershop started their washout so we did what we could. The brightwork at the back was cleaned up. A "C" exam was also being carried out by LNWRh. They picked up some nuts the examiner thought should be tighter, one the right leading end of the union link and the right drop grate shaft. Both split pins were removed and the nuts tightened, then re-pinned. The screws on the left drain cock pipes clip were tightened.
We set up for changing the leading right coupled spring (R1). The brake gear in front of the spring was removed and a spare spring brought to the loco from the spring rack out the back of the shed. The spanner for adjustment was retrieved from our workshop. Next day the spring was changed. It wasn't that difficult to change even though the leading springs are in a pocket unlike the others, but we have had practice.
To weigh the leading wheelset the right gravity sands pipe had to be removed. The weighing gear was then assembled and the spring loading adjusted until it reproduced the previous weights. The sand pipe was then refitted, but instead of the 4 split pins used as secondary locking, which are difficult to get to, the studs were wired. The brake gear was refitted across the new coupled spring and the lock plates against the spring hanger nuts. Finally the loco and tender brakes were adjusted.
Meanwhile the boiler was being boxed up by boilershop. We cleared the pit of our last fire from underneath the loco.
The steam test was then carried out, and we assisted with the brake tests. In front of the smokebox door was cleared of washout gear, and the cods mouth closed. At the end of the day we looked after the fire and filled the boiler.
Back in the office the design change to the right injector clack cap was issued, and the certificates for the springs fitted this week sent to the LNWRh Engineering Office.
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1 November 2025
Back at Carlisle Upperby, the left side of the tender was polished to within a foot of the top beading. The front of the loco was also polished.
A new spindle was made at Crewe for the ashpan sprinkler valve. This was waiting for us at Carlisle and was fitted.
The modified right injector overflow cap, now fitted with a threaded plug was refitted. A bush has also been made to replace the plug when the clack valve is lapped in.
The guard's door on our loaned support coach has been dragging on the floor and sticking quite badly so the door hinge was adjusted.
After a couple of days away we were back at Upperby to put in a warming fire in preparation for our forthcoming Carlisle to Edinburgh trip. The chimney cover was taken off and a fire put in. The boards to prevent water from getting in to the Cartazzi axleboxes had blown away up the yard, so were retrieved and replaced.
The next day it rained so we didn't do much prep, but the warming fire was built up and the cab cleaned. During a pause in the rain some of the bottom end was cleaned and we managed to finish the polishing to the tender sides.
The front steam heat cock had been sticking so it was stripped down. The internal telescoping valve edges where they fit inside one another were lightly chamfered which seemed to prevent the components catching so the valve was reassembled. So far it has worked satisfactorily.
The loco was greased all round and the loco put on charge.
Next day was our mainline FTR and the loco was oiled round. Although it rained we did manage to get some polishing done, but the loco was pretty clean from the work done on our visits to Carlisle over the previous weeks. At FTR the left steam sands refused to work for the examiner, though they worked earlier in the day when we tested them, but we soon got them going again.
Next day was the Carlisle to Edinburgh trip. Prep went smoothly with no problems. Servicing was later done at Joppa. On the way back there was some sustained high speed running, but we were still short of time for water in Lockerbie loop, so didn't get a full tank. This trip is a tough job for the engine and it works really hard. Back at Upperby the crew were full of praise for the loco after an exciting run.
Next day we moved from Upperby to Heaton for exhibition at their open day. The line from Carlisle to Newcastle is really nice with some great photo opportunities with old NER infrastructure, the foot bridges and gantry signal boxes. At Heaton we were turned on their turntable. I hope they keep it in use for the future. We then moved in to the shed and to our eventual exhibition location.
The next day was spent in the office, then the following day I travelled to Manchester for the Network Rail Charters conference.
The next day we were at Heaton to prepare the loco for exhibition. Due to the overhead wires we were only able to clean up to the top of the upper cods mouth door so the loco looked a little odd. The right bottom end was washed down, which the public would have access to. The left side below the handrail and the brass was polished, and the CME found the front red air cock to be loose so tightened the lock nut.
Inside the firebox was cleaned ready for relighting later for our next move to Darlington. The crown being 76C after not having a fire in for the last two days.
The next day was the first of 2 days exhibiting the loco with footplate visits, with people waiting an hour or more for a few minutes in the cab. One of our volunteers was interviewed for TV and he did a really good job of representing us.
On the second day of exhibition the boiler water was topped up through the right injector, and a warming fire put in. We were lucky with the wind direction which took the smoke out of the shed. After filling, the right injector cap was lapped in and the valve refitted, to the interest of the general public. The TPWS temporary override was re-tagged as this is done for every mainline day of running. The coach water tank was also filled.
Next morning, still inside the shed we were FTRed. The loco brakes were adjusted in the very convenient pit/raised track in the shed. While under the loco the air pump was primed. One issue found by the examiner was that there appeared to be a leak between the trailing left cylinder release valve and cylinder casting. Not serious, or something we could do anything about at the time, so this was noted and deferred. After we had sufficient steam and air we moved the loco to the non-electrified sidings to the North West of the site.
Next day was our move from Heaton to Darlington Hopetown. To get us the right way round, chimney west at Darlington, we went round from Ferryhill to Norton then Stockton to Darlington, just days before the re-enactment of the first journey of Locomotion No1. A very special journey, including crossing the S&DR Skerne Bridge. At Hopetown we were stabled outside the A1SLT shed next to Tornado. The support coach was parked next to the 1861 shed where there is a power supply.
Next day we got on with preparing the loco for the 200th Anniversary exhibition. The firebox and smokebox were examined so that the LNWRh Duty Engineer paperwork could be completed, and with pressure on the gauge the boiler was topped up with the injector, as we planned to drop some water later to reduce the boiler water dissolved solids.
Next day we were shunted off the pit road on to the front of Tornado by a visiting class 66. The cleaning team did a great job and by the end of the day the loco looked stunning.
With the brake blocks now getting worn they were measured and were found OK for the trip to the Mid Hants Railway. That saved us changing them at Darlington. The firebox was also cleaned and a couple of firebars replaced. The crown was at 90C and the bottom sides 65, 2 days since a fire was in.
Next day was our first with public footplate access. As usual the response was amazing with people waiting well over an hour to visit the footplate. As there was a long queue we also talked to people who were waiting. We were also visited by Prince Edward accompanied by lots of posh accents and medals, but I didn't recognise any of them. We were also visited by Peter Hendy who heads up Network rail.
Two Engineering Team volunteers, both in their 20s, showed our VIP guests the cab. Prince Edward also had a wander round the front of the loco, and he seemed to be genuinely interested. Later we were visited by the Japanese Ambassador, or so I was told, unless someone was pulling my leg. Meanwhile, I managed to drain some of the boiler and very slowly refilled from mains. A warming fire was then put in.
The next day was the 200th Anniversary of the opening of the Stockton and Darlington Railway. We were again open for footplate visits, and our Team did a great job talking to visitors all day. We were joined alongside by the replica Locomotion which later left for a trip through North Road and over the Skerne Bridge.
After closing to the public we went back on to the pit road, next to Tornado, and the opportunity was taken to shunt the P2 next to 60007, lining up 2 unique Gresley front ends. I don't think people realise that the last time an A4 and an original P2 front end could have been seen together was 1938, perhaps at Haymarket, as Cock O' The North was rebuilt that year.
Next day we again had public footplate visitors and kept a warming fire in for our FTR tomorrow. Next morning we washed out the ashpan and built up the fire for FTR. The brakes were adjusted and the loco generally cleaned, though having been cleaned for days it only took a wipe over.
With the FTR passed we filled the boiler and put a warming fire in for the night. Next morning we rebuilt the fire and put the loco on to the support coach. Beforehand we were used to shunt Tornado, which was quite a struggle as there is quite a climb from the A1 shed. At least it would have been entertaining to the onlookers in the public gallery.
We were met by the LSL footplate crew at the support coach and set off for Newark, a nice run up the ECML, taking water at York Yard North.
At Newark we were met by our Tech and Ops Manager who had earlier driven over and sorted out the Network Rail sidings for us. We ran power to the coach from a NR office and the local staff were very helpful. Meanwhile, with the loco secured, the inside axleboxes were oiled. The outside right side was oiled while I looked out, as we were near to the running lines.
The loco then ran up the ECML as far as Finsbury Park, taking water at Peterborough and on the other side of London, Chertsey. I wonder if we will ever run south of Peterborough again with the talk of new signalling we are not compatible with, and increasing pathing difficulties. There were plenty of spectators around to see us, in fact some footbridges and stations had as many onlookers, if not more, than when we run a normal train.
At Alton the LSL crew left us and a MHR driver took over, with one of our volunteers firing to the shed at Ropely.
Fortunately we had a day to prep before the MHR Gala. Everybody cleaned. After the last fire was disposed of a warming fire was put in. The smokebox and firebox being examined first, to complete the LNWRh Duty Engineers paperwork.
The first day of the Gala, Friday, was wet but there was a reasonable turnout. As usual at the end of the day the crew were very complimentary and reported no defects. The loco ran the next 2 days with no problems other than a couple of reports of dragging brakes. Our A4 is quite unusual in being fully vacuum braked so it's not unusual to get reports like this, also on uneven track at preserved railways the brakes can touch. However, it was noticed back on shed that the left leading vacuum cylinder wasn't fully dropped to the full brake off position.
Unrelated, at disposal the drain from the ejector was blowing more than usual due to the large ejector not fully shutting off. Again it's not unusual for the large ejector to need some TLC on preserved railways as it's the only time it gets some use. A few rapid operations of the brake handle sorted that, but it was noted to look at it further, after the Gala.
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18 September 2025.
In hot sunshine we cleaned the loco with a full support crew in attendance. By the end of the day it looked superb. Some prep was also done with checking sands and examining the axleboxes.
With the same crew in attendance, the next day was our FTR. At the FTR a couple of tender spring end screws were found loose so were tightened. The left gravity sands would not flow, due to damp sand, as we had a lot of rain during the night. The sand pipe was removed and the sand valve unclogged.
Next day we worked a Carlisle to Edinburgh trip. It was a very hot day and was tough work for the fireman. In addition the trip is tightly timed and the loco works really hard. We serviced at Joppa carrying out our usual exam, oiling and cleaning the fire.
One advantage of this job is that we get back on to shed in the early evening which gives us the chance to dispose of the loco in time to be able to travel home.
Back in the office the trip documentation was completed. I also got a printed copy of the modified brake schematic for checking, and collected the plates ordered to make a jig to hold the safety valves during their annual exam. I also collected a profiled drawbar spanner from the profilers.
The following Monday we were back at Upperby to clean the firebox and do some other jobs. The firebox was cleaned and some of the firebars condemned. The whole grate is getting a bit tired now, good job we have plenty of spares, though unlike last year the coal isn't burning firebars every trip.
The smokebox was cleaned out. The ash round the left steam pipe showed that there was no air being drawn in after the seal was repaired back at Crewe. With the firebox and smokebox cleaned and examined the final parts of the LNWRh paperwork for the last job was completed. Pre-emptively the tender spring end screws were nipped up, a couple having loosened off.
We have a datasheet listing the spanner sizes for those parts we normally work on. This helps us plan jobs when away from the loco and saves time in getting the right spanner. It hasn't been reviewed for a while so the opportunity was taken to do a review and add some omissions.
To protect the tender tank from corrosion we always like to leave it full, so it was filled and treatment added. We then went on to fill the coach water tank.
At disposal after the last trip, water was seen on the left clack cap. It had been OK all day but when the loco was cooling a bead of water was seen, so it was decided to take the cap off and examine the joint. The cap and clackbox joint was cleaned and lightly lapped in. The clack valve was taken out and cleaned, and this also lapped in. It was surprising how much deposit there was on the valve and the pitting on the surface, seeing that it was only refurbished in April this year. With everything cleaned up the clackbox was reassembled.
As were weren't due to run for a few weeks the chimney cover was put on.
As noted earlier I wasn't happy with the sound of the right clack in operation, and on the last trip the fireman reported that the right injector needed occasional trimming, so it was decided to examine the clackbox. On the last trip I had also seen an occasional wisp of steam from the overflow indicating the steam valve needs attention. This clackbox hasn't been looked at since March 2024, and this side gets most use. The clack cap was removed and the cap and clackbox cleaned up and lapped. As we don't have access to a lathe at Upperby the clack would have to be skimmed and brought back later. The steam valve couldn't be removed as the LNWRh support coach didn't have a suitable spanner.
Also on the last trip it was seen that the ashpan sprinkler valve had been passing as water was seen running out of the ashpan. The cap of the valve was removed, to find that the valve spindle was cracked. The spindle was taken so that it could be used as a pattern for a new one. The valve is not an authentic LNER valve so isn't as robust as Doncaster would have made it. I think we will have to modify its design to make it more reliable in future.
It was seen previously that the small ejector, when starting from cold, fizzes where it seals on to the ejector body. It's done this before. The valve was removed and the faces cleaned and lapped in. The valve was then lapped to the small ejector cone. By the look of the lap mark it looks like the valve and cone are not perfectly aligned, though it looked like a continuous seal is made.
To ensure the gravity sands lever locates in the catch and avoid it coming out, the catch plate was re-shaped to take out wear.
The fit of the profiled spanner designed to fit the main intermediate drawbar nut was tried and the fit of the jaws is good, so now we'll make it into a usable spanner. The space is very confined where the nut is, so it is planned to make a special spanner to fit we can drive with a socket on a long bar, similar to the spanners we made for the injector pipe unions under the cab.
Back in the workshop the right clack valve was skimmed to clean the sealing face, and the aluminium packer for the right cab injector pipework was drilled and tapped with the aim of securing it to the pipe strap as it has a habit of working out.
After the weekend I went to Crewe to collect some tools we were short of in our loaned support coach, including our valve lapping jigs. While at Crewe some of the defect paperwork in the engineering office was filled in for the work we did at Upperby. After loading the van with tools and firebars at Crewe, and calling in our store, I travelled to Upperby.
Next day at Upperby the lubricator sieves were cleaned.
The air pump exhaust U bolt just above the trailing coupled axle was fitted with new locknuts, as at a recent FTR the U bolt notes were noted loose, so they were tightened and locking nuts added. Unfortunately we didn't have any thinner (lock) nuts so we fitted standard nuts. They were OK but were on the end of the threads, so proper locknuts were obtained and fitted.
With the ashpan spray valve spindle still out for copying, the valve was lapped in ready for refitting.
In the firebox some more cleaning under the outer fire bars was done before fitting the spares brought from our stock at Crewe. The 3 bolts holding the firehole protector plate were found loose so were tightened. Due to the heat, no doubt, they do loosen off, sometimes loosing a nut.
The right cab injector pipework strap was drilled for a screw for the packer. The assembly was then refitted.
Periodically we improve the ash sealing at the front of the loco. We've fitted lap plates and angles to the footplate in front of the smokebox door to ensure ash doesn't find it's way between the frames. We also fitted some plates over the frame lifting holes and now we are going to fit a plate over a hole in the bulkhead plate over the front buffer beam. At sometime in history a hole was cut in the plate, and another in-line in the front casing, though this was welded up. The hole was measured up for a blacking plate to be made.
The right clackbox steam valve was removed, now we had our spanner form Crewe. The valve and clackbox face were cleaned. Outside steady progress was made on washing the bottom end of the loco.
Back in the workshop the right clackbox steam valve was on the bench and being examined. This valve has never opened as far as the left, though it complies with the BR(E) standing order for minimum travel. The steam valve is a refurbished item at the last overhaul, fitted in to a new clackbox. At overhaul the spindle was modified as it was over-long. This increased its travel. With the agreement of the CME it was decided to modify the nose of the valve to reduce the restriction to the flow of steam when opened. The valve was skimmed to provide a new sealing face and the nose reduced in diameter. The threaded section of the steam valve was found to be longer than drawing. It matches the valve, but to prevent the thread from running out in the body of the valve it was modified to drawing.
The ashpan spray valve was also modified to allow the wall thickness of the spindle to be increased, reducing the chance of it cracking in future. A drawing was produced of the spindle and the modifications to increase its strength. The drawing, old spindle and valve cap were sent to Crewe for a new spindle to be machined.
Our summer break at Upperby soon continued with the fitting a new compression cap to the disused air release pipe between the frames.
The main reason we were at Upperby this week was to do a boiler water change. We drained the boiler while connecting the right injector overflow to the mains so as to flush through as much as we could. This required the removal of the injector overflow clack. With the boiler stood for a while hopefully most of the contamination was in the foundation ring anyway. We had planned to refill from the tender using a petrol powered pump, however we found that the fitting we needed wasn't the correct thread to fit the pump, so, we filled from the shed tank. Fortunately the tank, known for refilling really slowly was full enough next day to water 70000 and its train.
With the skimmed right clackbox steam valve returned, the valve seat in the clack box was lapped then the valve lightly lapped. The valve assembly was then reassembled in to the clackbox body.
The brass 25% cut off pointer plate next to the cut off indicator was fastened with steel screws. These have now been replaced with brass semi raised screws, and it looks a lot better. It was found that the screws go into rivet nuts and the right one was loose, so this was pulled up as tight as possible, but the nuts are a little short for the thickness of the backhead cladding.
With the right clackbox reassembled the cab was clear to remove the M8 valve cover to remove the aluminium pop rivets used for securing the brass position plate for replacement with more authentic looking brass screws that we bought for the 25% cut off plate. The pop rivets were drilled out and the holes in the cover tapped for the screws. The brass plate was countersunk for the new screws. Additionally lock nuts were put on the back of the screws, then the cover was refitted and very smart it looks.
A plate was made to fit over a hole in the vertical bulkhead plate above the front loco bufferbeam. The plate and bulkhead were drilled through for bolts and the plate painted to primer. It was then fitted. This will improve the ash sealing to the inside of the frames.
The gravity sands catch recently reshaped, was painted. Meanwhile outside the bottom right side of the loco was washed down. While the paint was out, the chains on the oil and lamp cupboards were painted.
Next day, due to heavy rain, we sheltered in the LSL support coach and fitted a new light in the workshop as the old one had stopped working some time ago.
A mounting board for the oil cupboard has been made and fitted. This means that the grease gun and siphons can be clipped to the back of the cupboard rather than everything sitting on the bottom.
Also woodworking, the spare gauge glass box was drilled out to better fit the longer glasses we've been using for some time now.
In the drier weather the lower half of the right side of the tender was polished. Later coal was moved forward ready for lighting up for our next Edinburgh trip.
The right injector overflow clack was lapped in, and the cap taken to modify it to allow it to be used as a lapping guide.
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22 August 2025.
The first day of this report we were on prep. day for a move from Crewe to Upperby, Carlisle for the following day's trip to Edinburgh. We did the usual prep of oiling and cleaning.
Quite a few "loose" nuts were found during the FTR. Some needing a flogger to get them to move, so not that loose after all.
The major issue at FTR was the injectors. Both were wasting, which is a big change from the last time the loco was steamed when they were both dry and reliable. It was a hot day and the tender had been outside for some days so it was thought that the water in the tank might be warm and affecting the injector efficiency, so we put a few hundred gallons of mains in, but there was no change. To me the clackboxes sounded woolly. Something was obviously not right. The injectors did waste but they certainly put water in the boiler so examiner decided to pass it for the following days trip. As a quick check the combining and delivery cones were taken out of the right injector. They looked OK and so did the inside of the injector body, as far as was visible.
Another complication on prep day was accessing the support coach. It had been parked in an inaccessible location and was only shunted to us later, so we had to move our equipment and personal gear when we could.
Early next morning, as advised by the CME the right injector which has a hose connection on the overflow, was flushed through in to the tender, in an attempt to clean the flow path from the tender if it was obstructed. To do this the injector overflow clack was removed. After back flushing the performance of both injectors was improved. This indicated we had a problem on the water delivery side that we would have to investigate further later. The injectors ran well on the road, not as good as they used to, but at the Preston water stop it was noticed that the right injector cap was leaking.
we had to prep for the next days trip to Edinburgh. We had serviced before but hadn't stayed there so there was some setting up to do but we soon had the coach on mains power and the loco charging. We were on a pit so we oiled the inside axleboxes cleaned the fire. Outside, the loco a had a wash.
Next morning the loco prep was completed. We had a good run to and back from Edinburgh with some hard work from the loco.
At Edinburgh we went to Joppa for servicing. The fire was cleaned, and some clinker was paddled out. Otherwise it was our standard service with big and little ends oiled and the big brass siphon boxes refilled. The mechanical lubricators were examined but didn't need a top up.
Back on Upperby temperatures and oil levels were recorded. The fire was levelled and the boiler filled. While waiting for the boiler to fill the loco and tender brakes were adjusted ready for our move back to Crewe the next day.
Next morning the loco ashpan was washed out and the loco prepared for its trip back to Crewe. On the way back it was reported that again there was an improvement in the operation of the injectors.
At Crewe the loco boiler was filled, loco examined and we were finished early enough to travel home, which was a nice change.
Back in the office the records of our recent runs was compiled and the LNWRh paperwork completed.
In the home workshop an aluminium packing piece for the right injector pipework was made to replace the wooden one that had split.
After the weekend, back at Crewe we were scheduled a washout. We had planned to fit the blowdown at this washout to take advantage of the drained boiler and the steam test. However, eventually we didn't have the time to fit it, even with the steam test delayed to the day before the next Fitness to Run exam for our next mainline trip. With the time available we set about other jobs.
One of the jobs to do was to examine the inside of the tender and in particular the sieves through which the injectors draw water. So, the tender was drained. The tender can be drained through the injector overflows or by removing the drain caps under the tender. Removing a cap always results in getting wet and/or loosing the seal, so we drained through the overflows, but this is a long job.
While the tender was draining the firebox and ashpan were cleaned. As the washout requires the removal of the smokebox plugs the primary spark arrestor screens need to be removed and the smokebox thoroughly cleaned of ashes.
The left steam pipe looked to be drawing air where it goes through the smokebox side. This had been noted previously by our CME. It was also noted that there was a lot of steam oil about the left piston rod and union link so it was planned to check the atomisers.
The boiler was drained and the boiler blisters were removed while the LNWRh boilershop removed the boiler doors and plugs. The boiler was still quite warm and steamed from the opened doors so was left the rest of the day to cool a bit more before washing out with cold water.
The tender was now empty so the inside of the tank was examined and the bottom and the sieves were found to be covered in a thin fine deposit. It didn't readily wash off but was easily dislodged with a brush. The sieve box was removed and cleaned and the sump and other surfaces brushed and washed out. The pipes and hoses from the tender were also hosed through and they seemed to be clear. The sieve box was then refitted and the hoses reconnected between the loco and tender.
With the tender empty and the trailing sump plug off we tried the new drain valve on, however the thread on the tender is not a standard BSP thread. The thread was measured accurately and the dimensions with the valve given to LNWRh to make an adaptor. This new valve means when we want to drain the tender in future it should be much quicker and we can connect a hose, meaning the tender tank can be used as a water supply, or it can be drained away from the loco.
As mentioned earlier it was noticed that the left steam pipe was drawing air in to the smokebox. To remake the seal the sealing plates need to be removed and this was done. The nuts had to be burnt off then the plates were removed and cleaned, along with the sealing areas on smokebox plate and steam pipe.
The right injector cap seen leaking was taken off and the overflow clack taken out to have its face skimmed. The clack was given to LNWRh to quickly skim up. The injector cap was cleaned up and lapped back in and hasn't given any trouble since.
In discussion with Boilershop it was decided that we didn't have time this washout to fit the blowdown, and with the cancellation of the Scottish jobs we should have time to do sufficient water changes before we are due to return to Crewe in October.
Before we can commission the blowdown, the blowdown valve needs overhaul as it hasn't been used since fitting. In the meantime it was decided to fit the old blanking plate fitted before the last overhaul and retrieved it from our store. So, the valve was taken off and we modified the old blanking plate to the same footprint of the valve so we knew it would fit in the current space. We also cut a new gasket for under the plate. The plate was then fitted as part of the job to refit the boiler doors and plugs after washing out. With all the plugs, doors and blanking plate fitted, we refilled the boiler for lighting up.
The blowdown valve was cleaned down and left with Boilershop for overhaul. It is also planned to make an inlet filter to prevent any foreign objects jamming the valve open.
The new aluminium packer for the right cab injector pipework was fitted to replace the split wooden one. While there the steam heat gauge pipe that runs over the injector pipework was annealed and bent away from the pipes as it looks like it had rubbed at times.
A new sealing rope was fitted around the left steam pipe in the smokebox. The rope was then covered in fire cement and the sealing plates refitted. This time extra washers were put on the bolts which will make the nuts easier to burn off next time.
The cab seat cushions have worn through and split. Their biggest enemy being hot fire irons and other tools. We had spares but I've held on to them until we were due to go to Derby. It wasn't that straight forward, as the fireman's seat base had to be bent to make it level for the cushion, and some old bolting on both seats had to be cut off and drilled out due to being stripped or having corroded threads.
It was mentioned earlier that the left piston rod and union link seemed very oily so it was decided to examine the atomisers. The outlet pipes were taken off and the lubricator pumped. The right all fed well and the baffles were clean and clear. A small wire was used to feel the steam side balls and they seemed OK. The left when pumped didn't all feed the same, it appeared, and I couldn't feel the balls. The baffles were clean and clear though. So, it was decided to take the left atomisers out and examine them. Opening the atomisers up all appeared well, in fact they seemed to be cleaner than I remember them. All the balls were clear and there was no contamination anywhere. So they were refitted.
The tender drain valve adaptor was now available so was fitted to the tender. The tender was then filled with water and the drain valve assembly examined for leaks. It was tight. For safety the valve handle was removed to ensure it doesn't get caught on the road and empty the tender. The handle is currently in the cab toolbox for when we need it.
After the weekend we were straight in to steam test, the loco being lit the day before by Boilershop. Both injectors worked cleanly though the drivers side needed setting of the steam valve. That's new. The fireman's side was back to normal.
As the steam test progressed the mechanical 28 day exam was carried out and we attended to some repairs. The left tender brake piston rod gaiter was changed.
The lock nut on the loco front yellow air valve was found loose so this was tightened up, but more significantly a crack was found in a frame stretcher that supports the upper loco brake pull swing links. The crack was found near an historical weld. The stretcher seems to have been modified at some time with a new section welded in. Looking at the arrangement, to fully access and repair would mean considerable work in removing the stretcher, probably why a section had previously been let in. So, it was decided to weld on a new patch plate and monitor its performance. When the opposite end of the stretcher was examined this too was found to be cracked so patch plates were welded on both ends. Before welding the loco electronics had to be disconnected.
With the steam test complete the spark arrestor primary screens could be refitted. This was left until the next morning so that the smokebox could cool down a bit, but with the FTR to complete that day we had to leave a warming fire in, so it didn't cool down that much. So in a very hot smokebox the screens were refitted. Not something I want to do again, ever.
The weather was damp so it was a good job we'd done a fair amount of cleaning the day before. Today the loco was just washed with the bottom end received more cleaning. Also today the drivers side injector worked fine with the steam valve wide open, so pretty much back to normal.
The final prep was done with oiling round and greasing. As the weather cleared most had a go at polishing the brightwork.
Next day we moved to Derby. At prep the ashpan was washed out and the fire made up.
We arrived at Derby at about 0915 and waited for a shunt in to position, which was achieved by 2030. Upon arrival at Derby it was noticed that there was a lot of steam oil on the coupling rod beneath the mechanical lubricator. We tracked this down to a mechanical lubricator oil pipe where it passes through a hole in the footplating. While parked we put up a stop board and took out the pipe to find it had been chafing and had worn a hole. The one next to it was also removed as running a finger along it a depression could be felt. This too was a chafe mark but it had not worn through. The pipes were labelled up and sent back to Crewe for repair.
On our lubrication drawing it showed the holed pipe ran to the inboard left atomiser which feeds the left cylinder. Strange that earlier it was noted that there was more oil at the left piston rod.
The next day was spent cleaning the loco, which on top of the previous clean and relatively low mileage to Derby made the loco gleam. The cab was cleaned by our expert cab cleaner. We still waited to be shunted for the east coast line up, but that never came, though we did eventually find a shunter to pull the A2 off the front of us.
Next day the Greatest Gathering was opened to the public. We were very popular but we waited for steps to be put up so people could visit the cab. We did mange to get some members in the cab but couldn't let general public climb in to the cab. Next day the steps were provided and we did good business with the team proud to show their engine off.
For a spell a genuine Yorkshire Pullman headboard was put on, which was a nice touch.
We had a very successful visit but it was soon Monday and we had to light the loco for FTR on Tuesday.
The repaired oil pipes were brought from Crewe. They were fitted and where they pass through the footplating they were wrapped in rubber. The mechanical lubricator was then pumped until oil was seen at the oil bleeds at the atomiser.
Next day was our FTR. The loco was driven on to our coach which was in the shed and coupled up. We watered while in there, and the staff were surprised that we filled their unventilated shed with smoke.
Next day, in steam, we were assembled with a couple of diesels and 60532 for the trip back to Crewe. On the way, of all things, the AWS acknowledgement handle failed. Back at Crewe we had the afternoon to sort it as we were to move to Carlisle next day. No pressure there then.
While we set about taking the sunflower box apart to access the handle mechanism I managed to find 60019's which is a similar unit. We and LNWRh came up with a solution involving a securing bracket to hold the internal rubber torsion spring. The bracket was made and fitted then tested and approved by LNWRh. It feels stiffer and much more positive than I remember so I suppose it was on its way to failing for sometime.
As we had time next morning we left the oiling to be done until before departure. At Carlisle the loco was made safe and the boiler filled. We then made our way back to Crewe then home.
After a couple of days away, including an office day, we were back at Carlisle to prep for a trip to Edinburgh. Pit boards have now been provided so these were set up either end of the loco and support coach. Then the firebox was cleaned, and with enough water in the boiler a small warming fire was put in. .
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26 July 2025.
Back at Crewe the oil in the outside little ends was examined. Both had now settled down to a normal colour without the froth. Meanwhile our gear was moved from the support coach used on the last trip, back in to our own coach for safe keeping.
The design change paperwork covering the modification to the outside little end covers to allow oil level dipping was sent to LNWRh.
While discussing the OTMR system with LNWRh, with a view to adding additional sensors, it was noticed that the covering to the flexi conduit to the AWS sunflower box was damaged and the conduit needed recovering. This was noted and dealt with later.
Examining the loco it was noticed that the right gravity sands lever on the top of the sandbox was contacting a bank of lubrication pipes. Again this was dealt with later as the job in hand was to clean the firebox from the last trip, before the loco was shunted in to the shed. After the loco ashpan was cleaned out the loco was shunted inside and we emptied the pit.
In the shed the loco brake blocks were changed.
The crank axle was measured using our routine monitoring procedure.
At new clackbox clack lapping jig has been made by our CME and it is now in our toolbox with our other special tools.
Outside the loco, the rods were cleaned while the drivers cab floor was taken up, as one of the screws holding the floor down was loose and won't tighten. With the floor up the batten the screw went in to had a number of old holes in, so it was decided to fit a new batten. The new batten was drilled through and fastened to the cab floor structure. A new screw was then used to fasten the cab floor down. While working on this section of floor, a screw was put through the TPWS front conduit protection box as it tends to get knocked and displaced by drivers feet.
On the last trip it was noticed that now and again the air pump lubricator missed a stroke, so the outside roller clutch was examined. The return spring was also examined as it has been known to break. The spring was fine and the roller clutch was cleaned out and operated satisfactorily when reassembled. It has worked fine since so it might have been some contamination. Anyway, the rollers look to have seen some water at some time by their surface marking so we plan to fit new rollers.
A reported defect was an oil leak to the left side of the bogie stretcher, so this was investigated. The cover was removed and the void inside cleaned out of oil. There was no signs of an oil leak and it is thought that the oil is from the middle valve guides which drip on to the bogie stretcher. We will have to periodically clean this out to stop alarming FTR examiners.
The new intermediate air hoses were fitted with date tags as the Crewe system requires. We couldn't do this when the hoses were fitted as there were no tags available.
The blowdown exhaust pipe and silencer were trial fitted after new pipes were made. The silencer is secured on an air pump stud, which will have to be made longer to allow a full nut to engage.
After a spell in the office on our engineering procedure paperwork we returned to Crewe. While the left side of the loco was polished, we checked the latest version of our brake schematic. The latest version had been produced by the CME's office, and a hard copy printed off the week before. A number of comments were added to the drawing and the drawing was sent back to the CME.
In the coach's guards compartment some touching up of the paintwork has been done, and the lagged steam heat pipe painted. It was previously unpainted.
The brake system schematic check required the cab floor to be lifted. With this now complete the floor was put back down and the toolbox put back under the firehole door. It was discovered that the toolbox bottom is worn very thin and holed in places.
The flexi conduit to the AWS sunflower box was re-wrapped.
Our new "Emergency Equipment" labelling was put on the lamp cupboard replacing the temporary labelling, and the new labelling by Richard Green looks great.
Our new firehole blanking plate seems to have worked very well keeping smoke out of the cab, so it was fitted with a couple of steel strip loops to act as springs to keep it tightly in place behind the firehole door.
A new chain and hook were fitted to the oil cupboard to replace the old rather light chain and lynch pin which was troublesome to use when having an oil can in your hand. The new hook should be easier to use and looks more in keeping with the loco.
The oil hole to the handbrake handle socket was cleaned out. There was a fair bit of coal in there, slowly grinding away. So cleaned out, the handbrake was oiled and a cork fitted in the hole to keep it clean. Hopefully this will solve the stiff handbrake.
The coach wheelset bearings were removed when the wheels were re-tyred. They have been examined and a number have been rejected for further use. In balance it was decided to renew all the coach bearings. This is a significant cost, about 60% of the cost of new tyres. After some thought and consulting experts, we bit-the-bullet and placed the order. They are also on a long lead-time which means we won't have our support coach for the rest of 2025, so more moving our gear from coach to coach. Work we could do without.
Back at Crewe with a few hours to spare we went to our container to do a bit of sorting out and stock taking. A very productive visit and we will have to do more.
Back in the shed the gravity sands operating gear was adjusted and we could not reproduce the position of the right lever anywhere near the lubricating pipes. The operation of the gear was tested, making sure the sand is shut off but the travel is limited to avoid contact with the pipes.
It was noticed that one of the coupled axlebox top cover screws looked high as if it had unscrewed. This is not unusual and has been seen before. It could not be accessed with a screwdriver so it was knocked round with a long chisel. The other screws where examined and they were all tight.
The air pump exhaust pipe drips water where it goes in to the middle cylinder block on it's way to the chimney. This drips on to the leading brake stretcher, pools and runs off, normally on to whoever goes to examine the middle engine during servicing. So the leaking joint was wrapped with a tape.
A long stud was fitted to the air pump to allow the blowdown silencer to be secured, meanwhile outside the bottom end of the loco was cleaned all along the right side. The ongoing cleaning of the loco is very important as it releases support crew from cleaning to get involved with the loco preparation and dealing with FTR issues.
We have empty holes on the loco bottom cab footsteps. They were used for brackets that supported the injector overflows. The right previously being an exhaust steam injector. The holes have now been filled with large countersunk slot screws of the type used for the brackets.
During disposal the ashpan screen is held open on the damper with a U clip on a chain. A hook has now been added to the clip so it can be hooked up on it's chain and prevent it from swinging against the loco when running.
The pipes that run to the air brake duplex gauge in front of the driver, are otherwise unsecured between the gauge and the cab floor. They are very near a washout plug and a cladding bolt head and are in danger of damage so a clip was made and they are now secured.
Our steam oil bottle has a leak and overtime oil runs from the bottom of our cab oil cupboard. Some time ago Crewe gave us a new oil bottle. Well not so new, with a few dents but assured it did not leak from it's base. The bottle was cleaned down and repainted by us. The bottle also didn't have a stopper so we made one.
In the cab, occasionally when running, the injector pipework vibrates. To prevent this the pipes were wrapped together with copper straps, with wooden packing pieces between the pipes as they are separate. The packers were made by the joiner in the LNWRh joiners shop. While fitting the strap to the left pipes it was found that the steam chest pressure gauge pipe was contacting the outboard injector pipe, so it's clip was modified. Now the steam chest pipe runs between the injector pipes.
While the new air duplex pipe clip was being painted the M8 stand was also touched up.
After a couple of days at home we were back at Crewe to carry out a boiler water change and put in a warming fire for our next trip. As the fire was catching and the loco warming, a chain was put on the stopper of the new oil bottle.
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