LOCOMOTIVE ENGINEER'S REPORTS

16 June 2026

With the intermediate drawgear exam completed and the loco and tender recoupled, the cab floor was refitted. The shovel plate stand was then put in under the shovel plate which we had to jacked as it was loaded with coal. The wooden packers between the tender front and the weather sheet from the recoupling were removed and the weather sheet tied to the tender front fairing with bungee cord.

Our new battery charger box was used for the first time. It has been made to protect the chargers and from damage and moisture, and combine them in a single unit in a handy carry case.

Back under the loco the hoses and conduits were reconnected. New seals were put in the steam heat couplings as the old were hard. The left tender brakeshaft pin, which is close to the air hoses was refitted with the head outboard. It has been the other way round which makes it easier to get out, but the head of the pin outboard avoids contact with the hoses. An additional rubber wrap was put on the air reservoir hose as it showed signs of chafing below the vacuum train pipe hose.

The crosshead splitting gear used over the winter, and the middle big end bearing retaining plates were put in our Crewe storage container. At the same time we retrieved our remaining spare firebars. In the firebox we replaced a sizeable number of firebars, particularly in the middle section of the grate. We've now exhausted our stock so had to use a couple from Bittern. We are now in the process of ordering more for our stock.

With the axleboxes now refitted to the coach wheelsets, the wheelsets and axlebox covers were painted.

Our growing collection of scrap firebars and brake blocks were put in the skip. We had been keeping them for Sales but supply had been out-stripping demand.

The valve handle on the air pump governor signal pipe was reversed to hang down when open to avoid it closing under gravity. Something I'd been meaning to do for some time.

Our next day at Crewe we lit a warming fire in preparation for our move to Bishops Lydeard. Beforehand, the smokebox was checked, while the loco was oiled and greased, and the gravity sands checked for operation. All the sandboxes were checked to make sure they were full. The boiler and tender were drained and filled with fresh, treated water.

The loco was FTR examined with no faults found. The loco was cleaned, with the final oiling round completed. At FTR the leading safety valve unusually didn't pop closed, though it worked fine the second time.

Next morning we moved from Crewe to BL taking water at Cravens Arms and Bristol St. Philips Marsh. When leaving SPM and standing at the shed exit signal the safety valve lifted and again did not pop closed.

At BL, as usual at the end of a days run, the oil consumption was measured. We fitted all new lubricating felts this winter and the oil consumption is pretty much as was, except the middle big end is using a little bit more, but I did cut the felt to be not so tight this time in an attempt to do this. The increased oil use still means we can run for a day without the fear of running dry.

It was also noticed that there is uneven and heavy wear to the 5 of the loco brake blocks, whereas the replacement block fitted at Wansford at the end of last year is still looking quite thick. With the WSR Gala coming up the wear was monitored to ensure we didn't run out of compensation.

Next day we had a shed day. The smokebox and firebox exams were completed and the LNWRh Duty Engineer paperwork completed. The rest of the team cleaned the loco ready for the Gala.

Working around the loco and thinking about the brake blocks, and not wanting to jeopardise our running, I decided that we could replace the thick block with a worn block of similar thickness to the others to ensure we maintain brake compensation. I could also get 6 new blocks from Crewe and have them standing by. We would probably need them anyway for the following weeks English Rivera Express. So, I went by train to Crewe and loaded the company van with the new blocks and a couple of old blocks I dug back out of the skip.

While I was away the loco was prepared for the next days Gala. The mechanical lubricators were filled and it was noticed that the axlebox lubricator was leaking a little down its spindle. The hand wheel lock nut was taken off and the assembly nut nipped up. This puts more clamping force on the gland packing. The lock nut was then refitted. It certainly reduced the leak but didn't totally stop it. It was noted as a defect as the gland may need repacking.

Next day was day 1 of the Gala. The loco final oiling round and prep was carried out by our volunteers, 2 of which acted as our Duty Engineers for the Gala. The thick brake block at L2 was replaced by one of the worn blocks from the Crewe skip.

On the road the only problem was apparently the tender brakes binding running tender first when starting away. Our footplate rep. jumped under and readjusted the brakes, and the problem did not resurface. As usual when running on preserved railways the glands had a bit of a blow but with a squirt of steam oil on the piston rods they seem to settle down.

Each night the brake blocks were measured to monitor their wear, and we managed to run the entire gala without a block change.

On the last day of the Gala we had a split vacuum train pipe hose between loco and tender. It is a short hose located at the inside of the right tender frame. It has the most stress when on curves yet is a short hose so we do monitor it for distress. However, it caught us out and partially split at the tender hard pipe. The loco was at Minehead due to return, but our train was given to another loco while our footplate rep. wrapped the hose. We were then put on the next train and we returned to Bishops Lydeard completing our planned Gala mileage.

In the office we have been planning a tender lift at Doncaster Works and the CME designed some packing plates for the trailing tender axleboxes. The order was placed for the profiled steel.

Back at Bishops Lydeard the boiler was topped up and the loco lit for the English Rivera Express. A spare vacuum hose was taken from our store in our support coach and taken to BL and fitted to replace the failed hose. While the hose was fitted, the bracket on the loco holding the hard pipe to which it is coupled was packed with a piece of rubber sheet to give it a more secure grip.

During the FTR for the ERE it was noticed that the left intermediate water hose had a slight leak, and a loose nut was found on the left tender guard iron. The loose nut was probably from when they are removed to allow the trailing brake blocks to be changed. The nut was tightened and a new hose put on order. The leak not being significant enough to stop the job. The next day the run was successful with the leading safety valve shutting with a pop.

Back at Crewe the coach wheelsets continued to be painted. Our spare coupled spring in store there was examined to make sure that when we need it, it will fit. It's not uncommon for us to have to open up buckle holes or the hanger holes in the end leaves. A "doughnut" hanger washer from Bittern was also tried on to make sure the ridges on the spring, located correctly. Some dressing of the spring had to be done to fit the washer.

Also while at Crewe I collected the new hose for the left intermediate water connection.

14 May 2026

The fire from our Crewe to Carlisle job was cleaned off the grate into the ashpan. The firebox roof, tubeplate and the top of the arch were also cleaned. As the loco was inside the shed we couldn't drop the fire into the pit.

The leading right loco vacuum piston gaiter was torn so this was changed. To get the gaiter over the piston rod it had to be unpinned from the brake shaft lever. This was done but the lever wouldn't drop as it should. The levers are pivoted on the shaft to enable them to drop off when the brake is not being applied. To examine further the safety bracket was removed to allow the lever to be fully lowered. To enable the lever to drop the bolt securing it was backed off a little. The lever then dropped satisfactorily, the gaiter was fitted and the piston rod reconnected to the lever. To enable easier removal of the safety bracket in future the head of one of the right bolts was ground so that it can get round the leading right spring hanger bolt.

The recently welded coupled horn (R4) was cleaned and painted in primer.

We had recently replaced the nuts on the AWS carrier bracket with nylocs, as the standard nuts tend to work loose. Not a big fan of nylocs on a steam loco, we had now obtained 4 aerotight nuts, and these were fitted.

We received the last 3 bearing sets for our support coach wheelsets, so Crewe stores were requested to move the wheelsets on site ready for fitting the bearings. A pallet of our axleboxes had already been moved in to the repair shed.

While we waited for a shunt outside to drop the fire, the rods and buffers were cleaned. When finally outside the ashpan was washed out and we cleaned the smokebox. The loco was then shunted back inside and the pit cleaned out.

The pin and bolts on the right brakeshaft lever, previously backed off, were cottered.

The speedo wheel diameter compensator housing had been inspected while we were away, but the wire lock was not refitted, so a new wire was fitted.

We planned to take down the middle connecting rod but the loco wasn't stopped quite right, so we pinched the loco a little so we could easier access the nuts on the big end strap. With the cotters removed from the big end strap we tried to flog off the nuts but couldn't budge them. We removed one of the nearest brake pull rods, upper left, to get more of a swing, but still no movement. Now a little fatigued I asked a LNWRh fitter to have a go and he got them going.

Before removing the strap the bearing catch plates were inserted and the rod slung from above to take the weight. The strap was then removed. It has to come of straight as the bearing has a flat section on the bottom to allow the strap to come off. The strap was lightly tapped top and bottom and was then lifted off and put outside the wheels on the pit side.

The strap was taken to the bench and thoroughly cleaned off. The strap was gently filed and polished to remove marking. Fraser-Nash were called in to carry out a certified third party exam of the strap. A full MPI exam of the strap was carried out and they certified it defect free.

Meanwhile the bearing was taken down from the crankpin and the bearings and crankpin examined by our CME. With the bearing out of the way, this allows the crank axle to be examined where normally hidden.

We also had the intermediate drawgear to exam, so a start was made by taking the cab floor up. The tender safety link pins were then removed and cleaned ready for NDT.

Under the loco the horn weld was painted to undercoat.

In the smokebox the ejector exhaust drain pipe was removed to make sure it was clear. It was, and it was refitted. The loco tends to blow water from the ejector when cold, and this should go down the drain pipe. It's always done this so the drain isn't very effective.

To get the cab floor up the cab toolbox was removed. A stock check was carried out on the contents. The hole in the bottom of the toolbox is getting bigger. We'll have to do something about it.

The middle big end strap was cleaned of all the test fluid and polished all over. It was then stood up and tied to enable the bearing to be trial fitted. With the bearing in place the new lubricating felt was cut and fitted. When happy with the fit it was put in oil to soak.

The tender safety link pins were now cleaned off and were di-pen examined. No defects were found so the pins were cleaned of the test fluids and given a coat of primer.

The buckeye coupling on the tender was given its periodic exam. The knuckle pin needed tightening but otherwise it passed gauging.

The right firebox cladding band lining was filled in after the area was touched up with paint after being off this winter.

The middle big end bearing assembled in the strap on the bench, was scraped on the outside radius to remove roughness. A high spot in the oil wedge was also scraped back and the soaked felt was trial fitted. One of the big end bearing catch plates was found to a little tight when used to retain the bearing during removal of the strap, so it was eased ready for when we refit the bearing to the crankpin.

The big end of the rod was then di-penned. It was planned to leave the rod in situ to examine, but it was decided to remove the rod to work on it. So, it was held up on a pull-lift and the little end pin was driven out. To get the loco in the right position to get to the end of the pin from outside the loco, we had to pinch it until the middle crank pin was near the back quarter. Once released we rotated the rod to be flat to make it easier to get out. It was lowered on to a lifting table and then the table was pushed out of the front of the loco.

To get a clean, straight swing at the gudgeon pin, we had to remove the pin from the bottom of the expansion link and hold it clear.

Before the gudgeon pin could be driven out the little end oil pot was removed.

The middle big end nuts, gluts and washers were examined by our CME, and then cleaned up ready for refitting.

The rod was then carefully dressed and polished. The big end of the rod was then MPI tested by LNWRh and declared fit to refit.

The little end of the rod was then di-penned. No faults were found but the little end is quite marked so it was polished to take the sharpness from some of the marking.

Meanwhile, the loco and tender were disconnected to begin the intermediate draw gear examination. With the 3 loco pins removed, main and 2 safety link pins, the intermediate hoses were separated and the tender pinched away from the loco. The leading end of the main drawbar was polished for test and between loco and tender was cleaned. The leading end of the main draw bar had picked up a mark, probably when previously coupled up.

The middle gudgeon pin was then cleaned and di-pen examined. No faults found. The little end felts were in good condition. The little end oiling rings were a close fit to the bearing but were not tight in the rod as they should be. There was no sign of undue wear or damage so it was decided to refit them.

With the loco and tender split we continued to clean the front of the tender and loco dragboxes. While cleaning the tender dragbox the right safety pin hole bushes were found to be loose. In fact they could be removed by hand. It was noticed that the paint around the holes was also cracked. The left weren't loose but still the paint here showed some cracking. The pins had obviously been subjected to some considerable force.

The loco safety link pins, main drawbar and safety links were cleaned and tested. All OK. There was some deformation to the safety links perhaps picked up while shunting but this was insignificant. The main drawbar showed some marking where it goes through the rubbing block. The rubbing blocks themselves had worn to sharp edges. The marking to the main drawbar was polished out and the sharp rubbing block edges were radiused.

New felts were made for the middle little end and put in oil to soak. The middle gudgeon pin nut had picked up some damage when it had been used to guide the driving-out rod on to the end of the pin. It was put in the lathe and the threads chased.

The MPI paint was cleaned off the big end of the middle connecting rod and the rod given a final polish. The rod was then refitted. The rod was slung with a pull-lift from a frame stretcher and the big end supported on a lifting table in the pit. The rod was pulled up and forward until it was ready to enter the crosshead. The new felts and oiling rings were fitted and the rod was pushed forward in to the crosshead. The gudgeon pin was then put in and the nut and washer fitted. The nut was then tightened and finally flogged and the cotter fitted.

The big end bearings were oiled then put on the crank pin, held with our catch plates. The rod was then brought back and the bearings carefully rotated so that the key in the rod entered the keyway in the leading half bearing. The strap was then put up on packing on the lifting table and raised to the rod. The new felt was fitted in the top of the bearing. The gluts (spacing pieces) were held up on the rod and the strap knocked forward with a soft hammer into the rod, and on to the bearing. Because of the fit it has to go on very straight to the rod, so as it went on we measured top and bottom. The top stud on the strap runs across the top of the felt so we had to be careful not to damage the felt. With enough exposed thread the washers and nuts were put on and the strap drawn up tight. After flogging the nuts up their cotters were fitted.

Back at the little end the oil pot was put back on the crosshead.

As the intermediate draw gear components were tested they were repainted for refitting. In the loco dragbox a hex head of a bolt could be seen near where the main drawbar enters. It was thought that this could foul the drawbar so it was decided to replace it with a bolt with its head domed.

The main tender drawbar pin, and the main drawbar were removed from the tender. They were both cleaned and stripped of paint and tested. The leading end of the main drawbar being done previously. All the draw gear components tested were then painted to prepare them for refitting.

We then tried to remove the eyebolt in the tender dragbox, the last drawgear component for exam. But, accessing the cotter was very difficult being high up and very close to the vacuum cylinder safety brackets. So, the brackets were released near the eyebolt. We left them attached at their other ends. To allow the left bracket some more flexibility a pipe clamp was removed from the bottom of the bracket. The eyebolt cotter legs were closed up, but still we couldn't get it to move. After a while, stretching and struggling I hacksawed the cotter head and legs off. Now all we had to do was remove the nut. We found a spanner that fitted but couldn't get it to move. Knocking it only made the whole assembly vibrate on the spring.

Finally we got a long ring spanner from LNWRh mechanical and put a long tube on. The space between the brake pulls wouldn't allow a flat at a time on the nut, so the brake pulls were dropped after the safety bracket and the brake shaft pins were removed.

With a tube on the spanner the nut still wouldn't move, so we rigged up a ½ ton pull-lift. We drilled a hole for a shackle in the end of the spanner and pulled with the pull-lift hooked over the rail on the next pit. Still no movement but with a 7lb hammer it started to move. After spending most of the day on the job and upgrading to a 1 ton pull-lift, the nut finally came off, fighting until the last half a thread.

With the nut finally off, the eyebolt was removed and put in a hot washer to remove dirt and most of the paint. The spacer plates inside the tender dragbox between the spring and dragbox had broken away from the pins used to assemble them at overhaul but remained pinned together.

The eyebolt received some cleaning and dressing on the bench and was then di-pen tested. No faults found, so it was put back in the hot wash to clean the dye from it prior to painting. The LNER drawing shows minimum dimensions for the eyebolt and these were checked. There's still loads of material on the eyebolt.

As the old cotter was hacksawed off, a new cotter was required. A piece of mild steel was roughed out then put on the milling machine to square it up and finally fitted to the slot in the eyebolt. The threads in the nut and on the eyebolt we dressed so that it would run freely. I didn't want to spend another day getting the nut back on.

We were then pulled away from the loco to assist with the fitting of our new Timken bearings to our support coach wheelsets. When the pallet of axleboxes and components were unwrapped some of the axlebox backplates were found bent. They had been used to pull the old bearings off the journals. There is a tolerance for flatness for the backplates, which meant a number couldn't be used as they were. We were advised that if we could press them flat enough they could be reused, otherwise we would have to get new and further delay the return of our support coach. So, we put the plates on the hydraulic press. We made up some press pieces and carefully pressed the backplates, little by little, putting them on the surface table and checking for gaps with a feeler gauge until they were within spec. Fortunately we got them all within specification but it cost us another day when we should have been reassembling the loco for its move to the West Somerset Railway.

Back at the tender the cracked paint was taken off the safety pin holes in the dragbox. The areas were then di-pen examined. Fortunately no cracks under the paint were found. The holes where the loose bushes were removed were measured and 2 new bushes made. They pulled in well.

Back at the coach wheelsets, the fitter needed spacing shims making for the axleboxes to set the bearing end float. The shim was bought from a local engineering supplier, and we cut out the shims. All bearings and axleboxes are now fitted.

As we were behind on reassembling the loco we decided to work Saturday with the depot to ourselves. While I held the eyebolt spacer plates up, the eyebolt was refitted and the nut put on. The nut went up easily and all was well greased. The cotter was tried in the eyebolt and drilled to take a locking cotter. The head of the main cotter was also reduced in size to clear the right vacuum cylinder safety bracket. The tender safety pins and safety links were refitted. The lower right bush just fitted was whizzed out to allow the pin to drop easily, The holes being distorted, squeezed the bush in on to the pin, so had to be eased.

The safety links were then refitted and their pins. The retaining plate for the left tender safety pin was fitted.

The main drawbar was then fitted in to the eyebolt and the main tender pin fitted. The pin was then cottered.

The tender brake pulls were reconnected to the brakeshaft and the safety bracket refitted. The brake shaft pins were cottered. The vacuum cylinder safety brackets were refitted and the pipe clamp fastened to the left bracket. The vacuum hoses to the tender brake cylinders, removed to ease access to the eyebolt nut were reconnected. The vacuum train pipe hose clamp which was loosened to remove the hose was re-secured as the hose was not removed in the end.

2 April 2026

The old safety valve gaskets were scraped off the boiler pads and the stud shanks cleaned down to the pads. The studs had previously been die-nutted. New gaskets from stores were fitted, then with the help of the LNWRh boilershop, the safety valves were refitted.

While on top of the cab, the spine screws for the right cladding panel immediately in front of the cab were removed. The bracket under the cab roof that clamps the panel was also loosened. This allowed the panel to be lifted further to repair the lower edge screw holes. The panel was removed and then some more needle-gunning was done to the exposed crinoline. The removed cladding bracket from below the running plate was painted.

We fitted new cab seat cushions last year and the old ones were given to LNWRh for refurbishment. They have now been returned and will be put in store.

Behind the removed cladding panel run the trunking for the cylinder drain cock Bowden cables. It was noticed than when one of the old cladding screws was drilled out, that the drill contacted the conduit. So, it was decided to clip the conduits clear, which will also positively locates them. A clip was made.

One of the defects we have been running with is the steam heat safety valve lifts early. In the cab when running it can't be heard, so it is important to get it set right to the red line on the gauge. The valve was removed from under the tender buffer beam. The cap was removed from the valve and a tool made to adjust the setting nut inside.

Along the lower edge of the removed cladding panel 4 new rivet nuts were fitted, and a new rivet nut for the cover that hides the bottom of the first boiler band. The old ones were quite corroded so it might be a good idea to get some stainless steel ones for the next time they are replaced.

Meanwhile the boiler doors and plugs were refitted by boilershop, and we filled the boiler with treated water. A warming fire was then lit ready for steam testing the next day.

Under the coach a couple of pipe clips were added to the gas and steam heat small tubes as they were long unsupported runs. An unused tee and valve were also replaced by a straight connector.

Early next morning the loco was re-lit for the steam test. When we had enough steam, the steam heat valve was refitted and adjusted. As the steam pressure increased the safety valves were adjusted by LNWRh. The fire was then worked down and the boiler filled.

With steam, the firebox front right lap patch screws were caulked, while the inside of the cladding panel now removed, was painted to undercoat

Next day was the annual insurance boiler exam, which went well with no issues identified. The patch screws needed a little more caulking early on, but remained dry and tight for the rest of the day.

The inside of the cladding, Bowden conduits, brackets etc, all received another coat of paint.

After filling the boiler the tender was filled with treated water.

The next week started with the fitting of a new coupled spring to right driving wheel. A procedure now well practised. The hanger hole had to be opened up so that the hanger pin would fit through. It's not unusual to have some fitting issues with a spring. The removed broken spring was pressure washed and put on a pallet ready for putting in store.

We had planned to completely weigh loco and tender, as on the next road the weighing gear was set up for 6024. To ready the loco for weighing the Cartazzi and coupled hanger locking plates were removed.

In the smokebox the primary spark screens were replaced so that the annual smokebox examination could be signed off.

The electrics were isolated as it was planned to weld repair the crack in coupled horn R4.

The cladding bracket for under the running board that had been painted, had it's threads chased, then it was refitted.

We were then informed that it wouldn't be possible to weigh the loco, so the spring hanger locking plates were refitted. Some of these plates are on studs, which really do get in the way when adjusting the springs. The coupled ones have screws but were originally studs. So, it was decided we should use screws elsewhere, so while the plates were off, the studs that would come out by double nutting were replaced by screws. The studs that wouldn't come out have a reprieve for now.

Sections of firebox insulation removed with the cladding were replaced with new and then the cladding below the running plate was refitted. The pyrometer capillary that runs over this cladding was re-secured.

The firebox cladding panel was replaced, requiring all hands. When in place, the safety valve shrouds were fitted and the safety valve cover. The clamp under the front of the cab for the cladding panel can't be accessed with the safety valve cover on.

With the firebox throatplate cladding panel also in position the first 2 boiler bands were pulled down. The cover over the end of the first boiler band was refitted, and then the handrail was refitted. Some filling was done to cover damage from removing and refitting the cladding ready for patch painting. The radius piece on the throatplate boiler band was welded on to the running plate by LNWRh, after the R4 horn crack was welded.

In the office, with the annual exams completing, our records were updated.

Back at Crewe we prepared the loco for it's run over Shap to Carlisle. The warming fire was lit while the axleboxes were oiled.

The single axle weighing gear was set up on the driving wheelset to check the loading after the new spring was fitted. The wheelset was weighed and didn't need any adjustment to show the weights before the spring was changed.

After last weeks welding, the electrics were reconnected, tested and the loco put on charge.

Next day was prep and FTR day, so we continued to clean and prepare the loco. As we had been through annual examination over winter we didn't need a full FTR, but was subject to audit. This required injectors, sands and brakes be examined. The left steam sands didn't appear to be delivering as much as the right so the traps was cleaned out which improved matters. The steam nozzles both sides were also removed as we have had them block before. The left always seems to be a bit lighter than the right but the nozzles appear identical.

Next day was our run to Carlisle. The fire was re-lit and when we had pressure the air pump was started. We got a blow from the rear drain which would normally seat quite quickly. There did seem to be a lot of water about with drains running for sometime. After a while and still blowing, the drain was removed and we put it on the bench. It was opened up and look clear, but the seat was lightly lapped and the valve refitted. That seemed to sort it, though the seat and valve looked clean and unmarked when examined.

The run went very well, a relief after having all the rods off this winter and a re-metalled coupling rod bush with zero miles on it. At Upperby the left oil box under the second hatch had a lot of water in. It was siphoned out, the trimmings cleaned and the pot refilled with oil. The pot was examined again when we got back to Crewe and it was dry.

Immediately after the run back on shed, the oil levels were recorded to check the performance of the new lubricating felts. Bearing temperatures had been taken during the day. All seemed fine.

Next day the final smokebox and firebox examinations were carried out and the completed paperwork handed to the LNWRh engineering office. We found some leaking rivets around the firehole door which were soon dealt with. The tender was topped up. We were up the yard so only had access to a smaller hose so we didn't manage to fill it, as we normally like to leave it full.

As we used a LSL support coach we took all our gear back to our coach as the LSL coach was required for another job. After returning our gear and leaving the loco safe, we went home.

13 March 2026

The left coupling rods were lifted and put on blocks near the crank pins, and then with some LNWRh personnel they were lifted on. The leading coupling rod cap was fitted while the speedo crank was put on. The gudgeon pin was dressed where it had worn a step on the little end bush. The felts were fitted in to connecting rod and it was then lifted in to place. The rod wouldn't easily go on to the crank pin as it had caught the edge so the felt, so it was chamfered and the rod then slid on. The driving crank pins were made last overhaul to the BR drawing, however we have since found an additional drawing that details that all crankpins should have the outside corners machined to allow felts to slide in gradually. Something to remember for next time.

The little end was then lifted in to the crosshead. The gudgeon pin entered over the felts but the nose of the pin wouldn't enter the crosshead arm. We tried a couple of times and eventually removed the gudgeon pin and measured the pin and the hole in the crosshead arm. The vertical height in the hole was smaller than the pin. The welding of the crosshead must have distorted the hole. So, the hole was opened vertically to allow the pin to enter. It has to be a good fit, as the oil way from the crosshead oil box meets the gudgeon pin oil way to the little end journal surface, which is higher than the gudgeon pin where it goes through the arm. The pin was tried in as the hole was opened up until it just entered. The surfaces were blued to see the contact area, and blue was seen around most of the oil way slot in the gudgeon pin.

The pin was a tight fit and needed knocking in and the nut was flogged up. The nut didn't seem to flog up like the other side so a little concerned we planned to remove the pin so that the taper contact surfaces between the pin and crosshead could be examined, as if the arm hole was distorted maybe the tapers were.

Meanwhile the M8 stand cover was refitted.

The left return crank was put up and pinned to the expansion link. The left union link was also put up on the crosshead arm. The old return crank taper pin was bent when being removed, so a new pin was taken from our stock and measured up for cutting down to fit. At the last overhaul we had special taper pins made for some places on the loco as standard pins no longer fit. As drawing we normally split the end of the return crank taper pins, but on other locos, like 60532 the pins are left sold and are cottered. This makes them much stronger when driven out and much more likely to be able to be reused.

With the new pin marked for cutting down, the old pin was put back in temporarily to keep the hole plugged during shunting.

As we were due a shunt, the re-gapped middle piston packings were temporarily put back in. The loco was generally oiled round for the shunt, but mainly as the loco had been drained for the winters lubrication exam. After the shunt the lubrication and journal exam continued with the trailing coupled axleboxes.

The left return crank bolt lock nut was fitted and flogged up.

In the cab the handbrake shaft was painted. The painted shovel plate upstand was put back in the cab and the shovel plate refitted.

With the new lower gauge frame nuts finished they we fitted, complete with new glasses, and the gauge frame plugs refitted. New glasses and rubbers (seals) were put in the spares box kept on the loco in the lamp cupboard.

With the loco being shunted to the top of the yard to make way for other shed activity, we spent the day straightening the grate support beam deformed by heat. The right hand end, most effected was cut off, straightened and remade with a new piece of plate to make an end stop for the end firebar. A wasted spacer piece at the left end was reinforced by drilling the beam and putting in a new bolt. A wasted countersunk rivet at the right end was burnt out and replaced by a bolt. The countersunk rivets were fitted to clear the drop grate, but fortunately when we fitted the beam the nut on the bolt is clear, though we better keep an eye on it.

In the home workshop the left return crank taper pin was machined to shorted it and a cross drilling put in for the cotter. Eight buttons were also machined to act as clamps for the planned grinding of the middle piston packings.

Back at Crewe the left gudgeon pin was removed, and the contact on the tapers examined. The surfaces were blued and the contact looked OK, but it was decided to lap them a little to clean them up and ensure good contact. When happy, the pin was refitted and the pin nut flogged up, and the cotter fitted and split.

The new left return crank taper pin was fitted and cottered. The return crank bolt and crosshead arm/union link pin were cottered.

As part of the annual lubrication exam the axlebox lubricator was drained and the sieve cleaned. After draining the drain plugs were refitted.

The grate support beam was refitted. Two new long studs were made up to secure the short firebars either side of the drop grate. The rest of the grate was then fitted. A considerable number of firebars are now quite rounded and worn so we'll have to have a change out and put in a good number of new firebars soon.

The pressure gauges we collected from the calibration lab and we refitted them in the cab. The sealing washers were annealed then the pipe connections were remade.

The''t been done since reassembly.

The buckeye pin with its drop end was freed off as it had been sticking and not fully dropping.

The middle piston packings were removed and put on the Lumsden grinder. They then had their end faces ground. One ring was fitted with a new C spring as the old had lost some tension. The horns on the packings were filed to ensure clearance on the springs.

After the recent welding the GSMR was reconnected and tested.

The middle little end oil pot was refitted and filled with oil. While up in the frames a clip on the left frames holding the left cylinder lubrication pipes was found loose. The pipes in the clip had been moving and there was some wear to them so it was decided to re-clamp them with rubber.

The primary spark arrestor screens were refitted. While in the smokebox chains were fitted to the spark arrestor basket as LNWRh suggest this may prevent future blockage.

Also in the smokebox the insulation wrapping to the lubrication pipe to the middle steam chest had worn through so it was re-wrapped, then given a fixing coat of high temperature paint. The door bar was refitted and the door secured.

The right chain that supports the lower cod's mouth door has never been very tight, so really only the left chain has supported the door. The ring on the right seems to be elongated so it was heated and returned to round to take some load. It also looks a lot better. After heating the chain it needed repainting.

The journal and pad exam continued with the driving set. The underkeep plates and sealing dust ropes were refitted and the studs holding the plates on the underkeeps cottered.

During the lubrication exam a number of trimmings were condemned so new were made and put in to soak for the weekend. The left side button exam was completed.

The OTMR was reconnected and was tested.

The week at Crewe finished the drop grate gear on the floor of the cab being cleaned out.

The following week we were rostered to be standby loco for 60532. We had to be ready to go up until 60532 had left shed, so it was a full prep. The first job of the week was to fit the trimmings left to soak over the weekend. The combination lever tops both sides, crosshead arm both sides, right radius rod button and expansion link buttons both sides, all received new trimmings. All the button and oil pot caps on the rods were checked for tightness. Each of the axleboxes were given a full two pint oil can and all the pinning and bolting was checked. The siphon boxes were half filled to restart the dried siphons.

The only thing left to do on the lubrication exam was the middle slidebar oil pot. This was cleaned out. The siphon tube in the pot was leaning to one side so I pushed it back toward centre to find it was loose. I then found it screwed out. The original arrangement was for the oil pot to be fabricated and the central siphon tube to be screwed then welded in. The pot was reassembled and a defect noted.

The top of the boiler left side was cleaned and the loco moved outside for lighting up. The two leading coupling rod caps were cottered.

A new washer was machined for the left expansion link motion pin. The old was contacting the return crank rod and stopping the pin from being free in all positions. The new washer was made stepped to clear the rod.

The brakes were adjusted, the axleboxes filled and the sand boxes checked. The gravity sands were tested. A warming fire was put in.

Next day was our FTR. The fire was brought round. The usual prep and testing were done.

The FTR found a loose nut on the AWS receiver carried bracket. These are standard nuts clamping rubber bushes so are prone to loosening. We decided to fit a locking nut so fitted nyloc for now with the intention of using Philidas when we purchase some. A loose lock nut was also found on the inside of the left buffer fairing. This was tightened.

60532 also passed its FTR but we had to leave a warming fire in 60007 for next morning.

Next morning 60007 was fully prepared to go, however 60532 went to work its train. With the loco being in steam it was decided to carry out all our annual steam testing. So, the air system and brakes were thoroughly checked. In the early afternoon we were finished so the loco boiler was filled and the fire worked down to provide slow cooling, or a warming down. As the loco was to be left outside for the next couple of weeks in the February weather, the bright work was rubbed over with grease.

In the office the standby job was documented for SNG. Also while in the office LNWRh rang to let us know there was steam rising from the bottom front right of the firebox. We've seen a little from time to time, but the boilershop decided it was about time we investigated further.

Over the weekend the boiler was drained down for our washout and cold boiler exam. The firebox inside was cleaned, and the safety valves were removed for their annual exam, after the cab cover and safety valve shrouds were removed.

As we were dropping the fire and setting up for washout the tender bufferbeam and emergency shackle were cleaned as this is well out of the way.

While the engine was washing out and we could get access, the right hand rail over the firebox was removed as it was decided to remove the right firebox cladding to access the area of concern. The boiler cladding bands were loosened and the cover removed on the running board of the first cladding band from the cab. The first radius fillet piece was also removed. The panel nearest the cab was levered out of its locating angle while the next panel was lifted up and the insulation removed exposing the patch screws along the bottom leading edge of the firebox side sheet. As there'd been a steam leak, the fasteners securing the cladding had rusted, so some required grinding and drilling out. This also means some of the holes will need remaking. The steam had also corroded the inside of the cladding in places.

Meanwhile, with the safety valves on the bench their annual examination began with taking them apart on a mounting jig manufactured by our CME. Last year the valves outer lip was re-machined to a thinner, sharper edge so, we were interested to see if there had been any wear. There didn't appear to be any, remarkable really, when you see the valves blow and imagine all that steam rushing past the lip. When reassembling the valves longer transit screws were fitted. The springs were sand blasted so were entirely free from scale and they were refitted painted in graphite grease.

The cold boiler examination was carried out and the insurance boiler inspector remarked, as last year on the good condition of the boiler internal surfaces. Credit to our boiler water manager for his boiler treatment regime.

The cladding to the front of the firebox was pulled up and secured to some staging. The suspect area was then needle-gunned to clean it. The cladding below the running board was also removed. The bracket holding the lower cladding near the front side of the firebox was removed as corroded. It was needle-gunned for repainting.

In the cab the last steel screws holding gauges were replaced with brass on the main reservoir air gauge.

Up on top of the boiler the safety valve mounting studs were die-nutted to clean them up and left oiled. The old gaskets were left on the pads for now to stop them corroding in the wet weather.

We were informed that the majority of the coach bearings were being delivered, and we found 13 of the 16 had been delivered to Crewe. We still await 3 sets. The bearing fitting contractor was contacted and told that we may need his services soon, and LNWRh were informed that we would need the wheelsets bringing inside the shed at Crewe for them to be fitted.

To bring the leading safety valve cap to match the trailing, and we were told 60532's, it's diameter was reduced by 20 thou. The side slot was also opened, again as the trailing and 60532's. Reducing the cap's outside diameter should reduce the pressure drop when the valve blows, according to the Ross Pop company data.

16 January 2026

The manifold ejector valve has had the square on the spindle lengthened to allow a better fit of the handle. Looking at the dimensions it appears that some of the original square was threaded to add a nut, as originally the handles were pinned on. The square was cut in the plugged handle and the handle fitted to the spindle square. It's now a nice tight fit. The valve head was skimmed and taken back to Crewe. On the loco the valve head was lightly lapped in to the valve body, the seat in the valve initially lapped with our lapping jig. Finally the valve cap was lapped on the body and valve assembled with 2 new rings of packing on the spindle. With the valve complete the manifold isolation was opened.

The left piston crosshead was retrieved from the boilershop having been weld repaired. There was some minor cracking in the top end of the original drop link welds and the old weld was comprehensively ground out before re-welding to the crosshead casting.

The inside of the boiler casing hatches, painted white, were cleaned and it's a great improvement so I left them up for the next week. In the cab the M8 stand cover was also given a coat of paint.

In preparation for welding the cracked footplate angle behind the left loco buffer, the fairing screws were taken out and the fairing removed and hung on the buffer. The surrounding area was covered to keep grinding off the bogie, Gresley gear and leading left valve crosshead. Also to enable welding the electrical systems, AWS/TPWS, OTMR and GSMR were all disconnected. As we also change the batteries every year, the GSMR batteries were replaced but were not reconnected.

The new rubber for the tender vestibule was cut using the old sheet as a pattern. The holes in the old sheet were also copied. The steel retaining strips on the tender were removed and then the rubber fitted. The vestibule outer plate moves relative to the rest of the tender so some of the holes were drilled in situ as they didn't exactly match up. Some of the screws are in almost inaccessible corners but we managed to get it fitted and secured. It's a big improvement on the old perished sheet.

The lubrication exam continued with cleaning the right side buttons, then starting the left. The mops in the expansion link tops were also removed. They are open so get very dirty. They will be replaced.

By now the footplate angle welding was finished so the area was cleaned up and painting the weld area was started. We then put staging up the front of the loco so that the smokebox door knob could be welded.

The middle valve tailrod clack previously removed was refurbished. The clack valve was lightly lapped but looked OK and the cap lapped on to the body. The pipe connecting threads were cracked so these were silver soldered and the female cone lapped with a spare pipe cone to ensure a good fit on the pipe cone on the loco.

The front left fairing was refitted after painting the angle. We then removed the left side rods. The joint pin was in better condition than the right but did have similar marking so it was decided to grind the pin journal and renew the bush. The pin was lapped in to the rod and fits very well. The leading coupling rod bush whitemetal had some sections missing from its edge. I've seen this type of wear before and the bush wasn't complaining, but on reflection it was decided to re-metal the bush.

The speedo was due calibration so it was removed from the speedo crank.

The gauge glasses on our loco are slightly out of position. This hasn't been a problem but it was decided to make extended lower nuts to compensate for this. The threads on the gauge frames were accurately measured and a gauge made to these dimensions so that nuts could be made to the correct size. Due to time and wear they cannot be relied on to be a standard size. A ring gauge made to measurements taken was then taken to Crewe to be tried on the frames.

The tender and Cartazzi lubrication pads, underkeeps, bearings and journals were examined.

The left rod bearings and crank pins were measured and the results sent to the CME's office. The joint pin and bush were found out of spec so need attention, irrespective of surface wear. The pin journal was ground by LNWRh while we pulled the bearing out. The leading rod was then taken to the press to remove the left leading coupling rod bush.

The speedo was calibrated and remounted on the speedo crank.

The new main power supply batteries were fitted.

The right tender and Cartazzi axleboxes were examined and a start was made on draining the coupled axleboxes.

The left leading coupling rod was put up on the press and a plate made to fit across the bush. The bush was then pressed out and the key removed. The bush was then given to LNWRh for metalling.

With the left crosshead being prepared for refitting, the oilways in the lower surfaces were re-cut as they had worn very shallow.

The left little end pin and the area around the joint pin hole in the trailing rod was di-pen examined.

The outside little end nipples and pin trimmings were gauged. The right were refitted and the oil box cap tightened and the box filled with oil.

The axles were ultrasonically tested.

The tender shovel plate was removed, and then the tender floor. This was to access the tender front which is showing corrosion. The needle gun was connected to an air supply and the tender descaled. Meanwhile the shovel plate was cleaned off for painting.

The middle little end oil box was removed and was cleaned out and the nipple and pin trimming gauged.

The middle piston packings were then taken out as they required re-gapping. After re-gapping it was decided to surface grind the packings. Something we haven't done before and as they are not magnetic we will have to make a jig to hold them. A ring was made to locate their bores.

Measuring of the left rods and bearings continued with connecting rod bearings, driving crankpin and gudgeon pin. The left big end lubricating felt took some getting out of the rod. On the right most of the pads could be pushed out with a thick wire down the oil way, but the left seem to be smaller.

The smokebox door was painted with high temperature paint.

The bogie axlebox oil trays were removed. The pads, journals and axleboxes look examined.

The left crosshead saw its last prep for refitting with cleaning through the oilways and scotch-brighting the piston rod taper. The safety cotter hole in the crosshead cotter was lengthened a little just in case the crosshead cotter went in a little further than when it came out. The crosshead was then put in the slide bars and the outer lower slidebar refitted. The bolts were then fitted and flogged up. The crosshead was then pushed on to the piston rod and finally the cotter driven in and we got a good fit on the safety cotter.

The left droplink button cap was refitted but it was decided to make up a new trimming. The nipple, pin trimming and cover were refitted to the little end oil box.

With the needle gunning finished on the tender front, it was sealed against the cab floor and painted to grey undercoat, while the shovel plate was painted to black gloss.

The GSMR enclosure door seals against a foam seal which was displaced and in some places loose. The seal was resecured.

The left connecting rod little end was di-pen examined.

The speedo wheel compensator enclosure was security wired, meanwhile the security wire was removed from the axlebox lubricator so the plugs can be removed for draining.

The threads for the new gauge frame nuts were cut in the ends of a piece of bronze. They were then tried on the frames before further machining.

The final gloss coats were put on the tender front and shovel plate. The left crosshead was painted to undercoat.

The cylinder lubricator had been with the CME to solve the slow leak from the bottom. It was found that the lubricator mounting flange is a separate piece that is screwed with hidden screws to the lower boss on the lubricator body. It looked like that is where the leak was coming from. So, some new screws were made and the plate refitted. The lubricator was then returned to Crewe and fitted. Next time we should use a crane. The lubricator mounting bolts were fitted and split pinned. The oil pipes were then refitted being careful to follow the tag numbers and locations. A special spanner was made up as the pipe nuts are very difficult to get to. As they are, some were a little damaged so had to be filed to get the spanner on them. The nuts were carefully cleaned out and finally blown out with compressed air.

The refitted front left buffer fairing received some filling and was then painted by LNWRh.

The coupled wheel pad and journal exam was began with the left leading.

With the cylinder lubricator piped up, a few inches of oil was put in and left overnight to see if we still had a leak. All was dry next day so the pipes were primed to the atomisers. This was a long process as we primed one pump at a time with an individual atomiser way test point open. All primed in sequence as our schematic. The lubricator drive rods and gear were then refitted.

The left leading coupling rod bush was finished machined. Sharp edges to the bronze were then taken off and a chamfer added to the outer edge of the whitemetal in the hope that this will make it less likely that the edge will break. With the bush out of the rod a new felt pad was cut. The bush was then returned to the press and was pressed back in to the rod. As expected, with less interference the bush pressed in with a lower force but decent enough for further use. In the rod the bore was checked for closing up and was within tolerance.

With all the new left rod felts cut they were put in oil to soak.

Back at the loco the last coat of black gloss was put on the left crosshead.

One of the in service gauge glass protectors has a weak spring that is supposed to hold the rear cover closed. The protector spring was taken off and the spring re-heat treated and refitted. The new lower gauge frame nuts were finish machined.

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