OVERHAUL 2015 - 2020
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July to September 2017.
25 September 2017
The separation of the tender tank from the frames is complete, but before lifting a number of items can be taken off the tender. This week the large vacuum tank from behind the rear bufferbeam, and further water filler pipes were removed. These filler pipes are again at the rear of the tender frames. One collapsed when attempting to remove it so this will now have to be cut off. The tender vestibule bellows has been separated from the tender tank and the vestibule end plate is being prepared for removal.
The tender handbrake handle, removed last week was thoroughly descaled, dismantled and examined this week. There is some wastage to the shaft where it passes trough the floor of the tender and the threads at the lower end where the brake is pulled on are worn.
The bogie side control bolts were given a knock to ensure tightness before the fitting of their cotters. The left hand cotter was fitted this week but a new washer is required for the right side to ensue good contact between it's cotter and the top of the side control bolt nut.
The reversing shaft is fitted with a spiral spring, mentioned in previous reports. And mentioned previously it is a very tight fit on the shaft so it has required careful planning before it is attempted to fit it inside the frames. Some wedges and a sleeve have been made so that the spring can be slid up the wedges over the machined square on the end of the shaft. Then the spring will be on a thin tube to slide along the shaft. A fitting attempt will be made soon.
A considerable amount of time has been spent on cleaning of the returned wheelsets this week to prepare for filling and painting with most Engineering Team members taking a turn.
Further pipework fitting has been done between the engine frames this week with existing brackets being examined and where required re-welded securely in position.
With the repairs to the front lower streamlining securing holes complete the streamlining was reattached this week. This allowed the refitting of the front buffers complete with new rubber springs.
The failed clackbox castings were retrieved from contractors who had done the initial machining and pressure test. The failed castings are now with the patterns and it is planned to send them back to the foundry in the next week.
17 September 2017
The leading loco vacuum brake cylinders were returned to York this week. The trunnions were measured and are spot on. This allows sizing of the bearings. The outside bearings were checked and the fit is good but they are corroded so will be replaced. The centre bearing was set up on the loco and a wire put through from the outside bearings to check alignment. The centre bearing, due to space is smaller than the outside bearings, so gets more wear and will need repair to replace material worn away as well as return its alignment.
The repair of the streamlining threaded holes in the footplate angle around the front of the loco was completed this week and the tender hand brake handle and shaft was removed. This requires removal for the separation of the tender tank and frames.
The tender water valves and connecting pipes were finally separated to component parts and cleaned this week. This has allowed them to be put in store pending their overhaul.
The last two fitted rivets for the leading right spring hanger bracket were machined this week and then fitted. They will not be closed until the fitted bolts are in place but they do provide a tight, dowelled location for the bracket for further work.
The clackbox castings have now been pressure tested and disappointingly we have some failures. We need two but we have had a total of six castings produced to bring the unit cost down. The other four castings are destined for other locomotives. Final machining won't commence until we have a full set of six sound castings, again this is to reduce cost.
The big event this week was the return of the wheelsets from repair and re-tyring. They turned up promptly on Tuesday morning delivered by Archers of Northallerton. The same procedure as when they left York was used, but in reverse. A rigid chassis truck bringing the wheelsets in to the confines of the workshop yard to get under the wheel-drop crane, then going back to the trailer left in the car park to retrieve the remaining wheelsets. The unloading went to plan, though the limit of lift was reached before the coupled wheelsets could fully clear Rocket's boiler. To get the wheelsets past they had to be turned while over the boiler.
As soon as the wheelsets were down on the rail they were chocked, with chocks kindly loaned by haulier Paul Archer, then the protective greased wrappings started to be removed. Over the next couple of days the Engineering Team volunteers cleaned off the grease and wax. Good progress has been made but there is still much to do to get the wheel centres cleaned ready for painting.
On Saturday a start was made in measuring the wheelsets by our CME Richard Swales. The bogie sets are the first to be measured as we know the axleboxes for these will have to be modified to match the dimensions that have changed due to the fitting of new lining plates.
The left hand mainframe plate has been painted to gloss top coat this week, allowing our CME to put up the left hand engine alignment wire. The wire is set up on the cylinder centre line and in theory should pass through the centre line of the driving coupled axle, when in position, and be parallel to the slidebars. This can only be done when there is no work required in this area as the wire has to be set up very accurately and must not be disturbed.
11 September 2017
The bulk of the fitted rivets for the spring hanger brackets were put in this week. We still need to fit two to the leading right hand bracket and material was obtained this week from which these larger rivets will be made. All other rivets are now in and hammered over, except for one, as we ran out of oxygen for the burning gear. Fresh supplies were collected on Friday.
The packing for the tender tank lift was sourced and brought it in on Tuesday. While everybody was on riveting one of the volunteer Engineering Team sorted the packing towers for jacking. After our last rivet the Engineering Team then moved to trial jacking the tender tank. The front corners of the tank were carefully lifted a few inches proving this is now free. One final bolt was found that was cut off with a grinder but after that the front lifted fine. Work carried on this week with ensuring the tank was free to lift at the back. The hydrant water filler pipes that go through the frames were removed and more material was taken from the awkward countersunk bolts along the top of the rear bufferbeam, across the vestibule floor.
The loco coupled springs were examined this week for the fit of the spring hanger bolts. The old bolts had considerable wear from contacting the springs in traffic. To ensure the best clearance for our new bolts any overlapping leaves are being ground back to ensure a clear hole for the bolt to go through. The dimensions of the hole is detailed on the BR drawing of the spring and this will be closely adhered to. This work is following advice from the company who refurbished the springs.
The delivery of the new coupled wheel hanger bolts was completed this week.
The fit of the bogie centre casting was checked OK last week and this week it was fitted. The top circular bearing surface was polished and the new bogie side control bolt was fitted by filing and scraping the bolt key. After making sure that the new bolt was a good fit the centre casting was lifted in to the bogie frames. The rest of the side control components were assembled and secured with the nuts on the side control bolts. The cotters that go through the bolts require final fitting. The side movement is limited by the end of the bolt and a stop in the side of the bogie frame. This was measured and matches the nominal 4" specified on the LNER drawing.
The GSMR frame was removed from the tender last week and this week some of the components were reassembled so that they don't get misplaced, and we know how the thing goes back together. Detailed notes have been made recording the assembly.
The clackboxes are being machined by contractors and are ready for initial pressure test. First signs are that they have cleaned up well, however one does show some minor porosity, not unusual in this type of casting. The internal components for the clackboxes were delivered to York this week. They are a mixture of refurbished and new parts. When the clackboxes have had their initial pressure test they will be finish machined, assembled, then pressure tested again to ensure no leaks internally.
The coupled wheel and bogie axleboxes have had the whitemetal melted out of their crowns and await the casting in of the new material. The wheelsets return to York has been organised for early next week, and the first job to do will be the removal of the grease protection to the bearing surfaces. When this is done they can be measured and the finished sizes of the bearings calculated.
On Saturday the 007 Gang of junior volunteers were working with us again. They all had a spell of rubbing down the frames. The JVs also fitted two new bolts to the regulator valve operating lever assembly and then helped to drill the bolts through for split pinning. The bogie bearing plates that fit between the loco and bogie were also retrieved and cleaned for inspection. The JVs also helped our CME to measure the ports in the new valve liners.
3 September 2017
During our summer shut down week 34, We had a meeting at Llangollen to inspect progress with the boiler. At the same time the boiler doors previously prepared at York were handed over to the engineers at Llangollen. The sling stays have all been removed and we have supplied a drawing so that new sling stay pins can be made. The side sheet on the right hand side is fitted and some trail staying has been carried out. All the remaining copper stays are to be machined on their CNC lathe soon. The material has been purchased and we have test certificates confirming its chemical composition.
The final documentation package was received from the wheelset repairers last week and was inspected in detail and approved by SNG Engineers this week. The haulier who took the wheelsets from York has been contacted and plans are now being made to transport the wheelsets to York as soon as possible.
The leading sandbox fitting was completed this week with the last split pins put through the mounting studs. The operating mechanism and new gaskets have been fitted to the right hand side.
The front of the tender and coal space has seen further descaling. More bolts have been removed that are holding the tank on to the frames, with the help of the burning gear and a big hammer. Also some welds have had to be cut through to release the tank. At the rear of the tender the electrical cabinet fitted in the corridor connection has had to be removed as it was on top of some of the bolts securing the tank to the frames. The cabinet had to be dismantled to get it out. It was also necessary to remove the corridor vestibule door.
After the electrical cabinet was removed the counter sunk bolts underneath had to have there heads drilled out. We are now planning the preliminary lift of the tender tank. Packing is being sourced from a local timber merchant who has railway sleepers at competitive prices and who can also cut them to suitable lengths. The Engineering Team Leaders are formulating a plan and carrying out the risk assessment. This lift is only to prove that the tank can be separated from the frames. It is planned to leave the tank sat on packing on the frames for now.
As part of the separation of the tender tank from the frames the air brake pipes that go from below footplate to the receivers on the top of the tank had to be separated and those lower down removed. The removed pipes were identified, cleaned and have been annealed.
The remaining rivet holes on the frames were given a last inspection this week and a couple had a revisit of the reamer just to give them one last clean up. The countersinks were also given a further skim as the last left hand one, removed a few weeks ago, had yet to be done for the first time so the opportunity was taken to use the set up on the others. Seven out of the nine rivets needed were machined and fitted on Saturday, being jacked in. It was quite an ordeal as the jack pump was out of oil and it took sometime to bleed the air out of it. Normally a straight forward job it was left as the last job of the day so it was a late finish.
The regulator stuffing box cover fitting was completed this week. After the fitting of new studs the cover wouldn't go on. The cover holes were cleaned of some remaining carbon deposits and a few studs were swapped round and now the cover fits fine.
The leading brake cylinder stretcher was painted this week. The last replacement rivets were put in a couple of weeks ago and these have been tested so the stretcher could be painted. The re-bushed brake cylinder tunions are now finished and can return to York, when transport can be organised.
The bogie centre casting was tried on the bogie frames this week. Some feeler strip was used to go round to check the fit. The bearing surfaces on the centre were also checked with a precision straight edge. The centre was also inspected on the workshop surface table and measurements taken of the variation in height of the lower bearing surfaces. The dimensions were discussed with our CME and the centre has now been accepted and will be ready for fitting when the top surface is polished, as we have done to the lower surfaces.
The ejector brake application handle was worn by years of use. It is a brass or bronze casting made of a row of spaced rings so that it stays cool. Some of the rings had worn thin and had started to collapse. The handle was taken for repair as homework by one of the volunteer Engineering Team, who has done a marvelous job in retaining the original handle and reinforcing the rings with new material. It feels really good in the hand. The same volunteer has also supplied us with a new set of piston valve packings, free of charge, which will be stored in a safe place until needed.
The recently fitted liners have been inspected by our CME. He has taken measurements and they are within tolerance so require no further work. Dimensions for the machining of the valve heads can now be calculated.
The new spiral spring for the reversing shaft was finish fitted to the mounting bolt and pin. It is a very good job which has taken some time to get the cut out shape needed to fit the bolt with no stress raising corners. It was tried on the end of the shaft and it is vert tight. It seems that it is not going to be an easy job to get it on the shaft when the shaft is threaded through the frames.
21 August 2017
The air brake valves were delivered to contractors this week for overhaul. We have discussed with the contractors the order in which the valves should be refurbished as some parts, especially the DV2 valve located between the frames, could do with fitting before the boiler. The fitting of the DV2 valve also allows the pipe runs from it to be installed.
The clackbox castings and patterns have been collected from the South Lincs Foundry. The patterns were returned to their owners and the castings delivered to the machine shop in Darlington. They will be part machined to allow pressure testing of the castings to prove they are flaw free. They will then be finish machined. The internal parts have been refurbished or replaced already so we are only waiting for the clackbox bodies to be completed and the units can be assembled and subject to final pressure testing.
The front corner streamlining fixing hole refurbishment was continued this week. Only a couple of more awkward ones to complete now.
The new studs for the regulator stuffing box were received this week and have now been fitted.
The rivet made loose by the fitting of the three last week was also removed last week. Its hole has now been reamed and measured and is now ready to receive a new rivet.
The bogie splashers that were repaired last week have now received gloss top coats. The mounting bolts have been die nutted and cleaned and a start has been made in the preparation of the bogie cover plates for fitting.
The separation of the tender tank from the tender frames made good progress this week. Most of the nuts have been removed from the bolts holding the tank down. There are some still to remove in less accessible locations around the dragbox and tight up against the frames under the tank.
The sump removed from the tender was needle gunned this week to remove corrosion, scaling and traces of the old tank coating. There is an area that has wasted quite badly and there is a hole, which had been covered by the tender internal coating and will require repair before refitting.
The main task of the week was the fitting the new valve liners. The preparation included cleaning the steam chests and some final deburring of the liners. The fitters from Multi-Tech turned up promptly on Thursday morning closely followed by the contractor with the liquid nitrogen. The procedure being that the liners are chilled in the liquid nitrogen to approximately -200C. This shrinks them, they are then fitted while cold and when they return to ambient temperature they are an interference fit.
The liner fitting went very much to plan, with the tool we made last week used to accurately align them. The clamps we made were used to fix them in place so that there was no movement during the time that the liners were warming. Extra long clamp screws were made earlier in the week from studding.
After the fitting of the liners the Engineering Team volunteers didn't waste any time and the right hand leading sandbox was put up on the frames.
15 August 2017
It is planned for the coach to go to external contractors for overhaul. We use the coach for storage, though not for loco parts which are stored elsewhere. We have already moved some stores back to Grosmont when we transported the axleboxes. The process continued this week when we moved a storage cupboard from the coach to the workshop and filled it with stores. There is still stuff to move and another trip to our Grosmont storage facility looks likely.
We plan to fit the valve liners next week so preparations for this have begun. We have made up some plates to allow the liners to be clamped in place. These fit over the studs in the steam chest castings. There are a number of different types as the outside cylinder stud spacing is different from the middle leading, and that is different from the middle trailing.
The valve liners have an orientation and this is indicated by a groove machined in their outside edge, which must be vertical when finally located. To assist in this small plates have been made that point along the bottom centre line of the steam chest. In addition a tool has been made that locates in the grooves in the liner and allows it to be rotated in to position.
The tender sump was removed this week. Above the sump is fastened a large filter box that prevents solids from entering the feedwater. The last bolts were removed from the sump and it was removed, and this also released the filter. The gasket and silicon sealant sealing the assembly has now all been scraped off.
The leading (gravity) left sandbox was put up this week on new studs. The sandbox came off a lot easier than it went back on as some of the original studs came out with their nuts. To get the sandbox back on a number of studs had to be removed. All are now back in place. A start has been made on fitting the right hand studs but the sandbox will not be put on the loco until the new valve liners are in.
The operating mechanism for the leading sands was put up this week. A new gasket was cut for the left hand sandbox and the fit of the pins in the mechanism is being assessed.
All the fittings from the air brake valves that will be going for contractor overhaul have been removed, and the valves are now ready for delivery to the contractors.
When the leading sandboxes are in place the trailing bogie splashers can be fastened to the loco. This week the spalshers were stripped and inspected. As with many of the thin sectioned parts of the loco they show their age with wear and cracks. One of the splashers was cracked from wear apparently from contact with a leading sandpipe. The crack was welded up and another area of wear rebuilt and dressed. The splashers were given a final clean and have received a coat of primer.
At the rear of the loco frames the damper operating linkage bracket is secured with bolts to the frames. The bolts are wasted so it has been decided to replace them. As this area of the loco has been subject to corrosion this is easier said that done.
Further work has been carried out on routing the cylinder lubricating pipework across the middle slidebar stretcher. Further work has also been done on the airbrake pipework that goes between the ashpan and Cartazzi.
On Saturday the riveting team was assembled again and good progress was made. The remaining front brake cylinder stretcher rivets have been put in. The team then went on to put in the first three rivets in to the spring brackets starting on the left side of the frames. The rivets being specially machined to fit in this location. They went in nice and tight as displayed by the next rivet in the row becoming slack. So this was removed and will have to be replaced.
6 August 2017
The new valve liners were delivered this week to York from Multitech, and the finish is extremely good. They have now been thoroughly inspected by our CME, Richard Swales, who confirms that they are spot on to the drawing. We will now organise fitting.
The tender corridor rear window, the port hole, was removed this week and so was the cover over the top of the vestibule that covers the spring that pushes the corridor connection out. The cover was removed as part of the assessment of the tender condition around the vestibule and the water filler space. Inside the corridor further needle gunning and scraping has been carried out to remove paint and bitumastic coatings in the corners and on the floor.
Work was also carried out under the tender. Now that cleaning has been carried out between the frames it has enabled the various pipe runs and conduit to be marked and a photo survey has been carried out. When this was competed a start has been made on the removal of components that will enable the areas where the tender tank meets the chassis to be viewed and inspected.
The underneath of the front of the tender is crammed with pipework and brake gear and the process of removing this has begun. The water feed valves and associated pipework were removed. The 007 Gang of junior volunteers started the separating of the water valves from the removed pipework. The water feed is taken from a sump and this is in the form of a box which can be removed. We will remove it so that it's condition can be assessed and it will improve air circulation inside the tender. Most of the bolts securing the box have now been removed.
The overhauled cylinder lubricator was returned to York last Saturday and was refitted to the loco this week. After fitting the lubricator the fitting of the pipework running to the front of the loco was begun.
The gravity sandbox studs were refitted to the left side of the frames this week. To enable the sandbox to be refitted, the frames were painted to top coat gloss black on this side.
The bogie centre casting was returned to York this week from machining at contractors. The lower bearing surfaces were polished this week by Engineering Team volunteers. Three of the screws holding the leading bearing plate had come out during machining. Not surprising, as the screws are relatively short so there's not a lot of thread holding them in. New screws were machined and fitted as patch screws. After fitting, the tops of the screws were carefully finished flat with the bearing plate. Two of the screws went across oilways in the plate, so the oilways were re-cut. The centre casting is now ready to be trial fitted to the bogie.
The new plates for the bogie centre casting were welded in place this week. While the welder was with us we also had some welding done to rebuild a small area of wasted plate under the cab.
Work continues around the front of the loco in refurbishing the streamlining securing holes in the footplate angle. All the streamlined screws have been retrieved from store, cleaned and die nutted. Under the centre section of streamlining is the front coupling hook extension casting. This has now been refitted.
Machining began on the first fitted rivets for the spring brackets this week. The hole sizes have been taken and they have been machined to finished size on diameter but the heads and ends are yet to be machined.
The mud hole doors were finish cleaned and descaled this week. They are now ready to be taken to Llangollen for their overhaul to be completed prior to fitting to the boiler.
The leading loco vacuum cylinders were delivered to contractors this week for refurbishment work to their trunnions. There is evidence of some previous attempts to rebuild the trunnions, which will have to be removed before they can be re-sleeved to the BR drawing.
31 July 2017
The gravity sands mechanism is cable operated from a lever in the cab. The cable opens the sands through the operation of a pulley that operates linkages to the sand boxes. During the inspection and testing of the components a crack was discovered in the pulley wheel. The pulley was removed from its bracket and the crack silver soldered. There are a number of slack pins in the mechanism but to check alignment it has been decided to mount the various brackets on the loco and check fits in situ. The brackets are now being painted and will be fitted to the loco.
The split pin holes were drilled in the gravity sandbox studs this week on the NRM's Richmond radial arm drill. As there were quite a number to do a jig was made up to hold them accurately. The split pin holes in the regulator hanger bolts were also drilled this week.
Work on the tender continued with the removal of various archaeological layers from the back corner of the corridor. Our CME and myself spent some time on the tender on Saturday examining what has been revealed so far and planning the future work. The CME also went into the tank and brought out some of the epoxy coating put on at the last overhaul. I want to check the flammability of this before we use the burning gear on dismantling.
The new rivets put in to the frames last week were dressed. It is important that they do not project too far from the surface of the frames as they could foul the back of the wheels so they were ground back a little just to make sure.
After a break we revisited the leading loco vacuum cylinders this week. We had hoped to have the mounting trunnions trued up and trunnion sleeves machined off on the NRM's borer, however the museum staff have been too busy so the cylinder on the borer was taken off. The approved recovery procedure for worn trunnions is to sleeve them, and this has been done with our cylinders. Now that the sleeves are worn they require replacement so all have now been removed. We will have to use an external contractor for skimming the trunnions.
On Wednesday I and the CME, went to the South Devon Railway to inspect the re-tyred coupled and bogie wheels. As usual at Buckfastliegh we were warmly welcomed by Rob Le Chevalier who kindly peeled back the Denso tape so that we could inspect the finish on the journals and new crank pins. We discussed at length the method of manufacture and the accurate location of the new driving crankpins. All was in order and we were pleased to accept the wheelsets as completed. The inspection included checking all work had been completed to our purchase orders and examining the draft versions of the documentation that will be provided by the SDR. We now only await the final documentation package and the transport of the wheelsets back to York can be organised. The haulier has already been contacted and is standing by.
While away from York work continued on the loco. The repair of the front streamlining mounting holes was progressed. The front corner and centre streamlining was trial fitted and there are only a couple of holes which will need attention. The centre streamlining was removed on Saturday for a final inspection of the front hook arrangement and it was decided that the front hook bufferbeam casting can now be remounted on the loco.
The mudhole doors removed from the boiler at York were retrieved from store, and with the others brought from Grosmont last week were cleaned. The painting bench and packing that were in front of the loco were also relocated. This has freed up an area where the wheelsets can be placed for painting when they return.
This week also saw the completion of the spotfacing and countersinking on the right hand combined brake and spring bracket. On the left hand bracket the bore for the brakeshaft bearing was refaced using a jig and cutter designed and made for the job by the volunteer Engineering Team, and a very good finish was produced.
24 July 2017
Good progress has been made with the gravity sandbox studs. They are all now threaded and just require drilling for split pins. The gravity sands operating linkage that goes across the rear of the smokebox saddle was retrieved from store this week and cleaned and inspected. A number of required repairs have been identified which will be addressed during the refurbishment.
The new bogie side control bolt has now been fitted with a cotter and the old nut thread dressed to fit properly. The bolt key has now been machined and is the correct height for fitting the bogie centre casting. The bogie centre casting bearing surfaces have now been machined at the works of K D Flavell. Machining of one face on the underside of the casting removed the oilways, so these have been re-cut. A number of the old retaining screws that hold the plates on came loose during the machining and these will need to be replaced.
Gasket material was obtained this week which allowed a number of joints around the air pump to be permanently made and new joints have been made for the air pump exhaust pipe.
The buffer housings, with secondary buffers and new rubber springs, were fitted to the loco this week. This allows the front corner streamlining to be fitted. Some of the worn tapped securing holes that hold the front corner streamlining were welded up this week. The streamlining was thoroughly descaled internally and primer has been applied. The lamp irons were removed and these will be refurbished as they are heavily worn.
The support beam for the regulator valve was secured in place on the regulator with new bolting that was delivered this week. The long hanger bolts that fasten through the regulator support beam to brackets on the inside of the boiler were machined this week. Final drilling of hanger bolts for the split pin holes is still required.
New bolts were also fitted this week to the joint between the saddle and the middle cylinder. The original bolts were wasted and when removed the flange between the saddle and middle cylinder casting required a lot of work to produce a surface suitable for bolting.
The axleboxes for the coupled wheelsets and bogie were delivered to the NYMR's Grosmont MPD this week where they will be re-metaled and machined. Our reception at the MPD was very welcoming, as usual, and they left us in no doubt that they are very keen to get 60007 back in traffic on the NYMR. While at Grosmont we retrieved the boiler mud hole doors that are now required at Llangollen for refurbishment.
The countersinking of the last hole on the right hand leading combined brake and spring bracket was very nearly completed this week. The hole is taking longer that the last hole contersunk due to the countersink having to cut in to a weld to one side of the hole.
The machining of the faces of the bronze regulator stuffing box was returned to York this week, being carried out by a member of the volunteer Engineering Team, and what a magnificent job it is.
The riveting of the leading brake cylinder stretcher was completed this week, after having to stop the job a couple of weeks ago due to a fault with the workshop doors. After the large end rivets were fitted a couple of the smaller rivets on the stretcher central strengthening web were also fitted. There are still a couple of the smaller ones to be done. The new large end rivets were hammer tested and proved tight.
16 July 2017
Good progress is being made with the refurbishment of the superheater header. A special tap has been sourced to tap the end cover holes. This has been loaned to us from the collection of special railway taps in the Engineering Workshops of the NRM. It must be very old but still feels sharp. The header casting is stood on end and the welded areas have been ultrasonically examined for thickness.
The loose countersunk screws that hold on the bogie bearing plates on the top of the bogie frames have now all been refitted with the addition of thread locking solution. Three screws were not recoverable and had to be remade. These were machined and fitted on Saturday.
The studs for mounting the gravity sandboxes are now being finished. The thickness of the flanges on the sand boxes have been measured, and the studs are being drilled for the split pin holes. The hole is positioned so that the split pin fits closely against the tops of the nut when the sandbox is fitted in place.
The small ejector from the vacuum brake ejector has now been refurbished. The seat of the ejector valve has been skimmed and so has the valve. It will now require assembly and a final lapping.
Work on the refurbishment of the regulator stuffing box continues. The skimming of the flange face of the body casting has been completed. It is reported that the material is very tough and wears cutting tools very rapidly. The cover is yet to be machined.
Work continues on the loco bogie stretcher with di-pen inspection of the top of the flanges that bolt through to the loco frames and the end plates that were welded by LNER or BR to strengthen the stretcher casting. No faults were found. The new plates we are to have welded in to the bogie stretcher were fitted this week. The square edged profiles plates had to be ground accurately to allow a good fit into the radii and webs of the stretcher casting. The loco bogie side bearer brackets were returned to York this week with the cracked RH bracket repaired.
There are two holes left to machine on the RH combined spring and brake bracket. As reported previously all the holes requiring spotfacing have been completed, the remaining two require countersinking. The first of these were completed this week with a special tool made by Engineering Team volunteers. The set up has now been moved to the last hole.
We received the new front buffer rubber springs this week. The centre holes through which the buffer shank passes were deburred and the ones that are fitted in to the buffer housings were assembled with the secondary buffers in to the housings. The frames behind the bufferbeam received their last coats of gloss this week. We'll give the paint a few days to harden then we'll refit the buffer housings. When the buffer housings are on we can refit the front corner streamlining, however some of the tapped mounting holes for the streaminling are worn and a start was made this week on welding up these holes so that they can be remade.
Work continued on cleaning and descaling the tender. Work on the front continues but we are also now working on cleaning the worst off between the frames. Needle gunning has continued on the front while other Engineering Team members went between the frames to clean off the pipework and water valves under the front of the tender.
The air pump exhaust piping was refitted this week and while the Pipe Fitting Team were confined between the loco frames they did some more work on the air brake piping.
9 July 2017
On Monday the patterns for the clack boxes were taken to the South Lincs Foundry. There were three storage boxes filled with wooden patterns and they are expensive to make so it was decided to deliver them personally. They were safely delivered and next day discussions were under way with the pattern maker at the foundry concerning the modifications we need to the fireman's side clack box to maintain the appearance of the version we have in the cab of 60007.
At York our new bogie side control bolt was inspected, comparing it to our drawing. It checks out OK. A new key will be required for the bolt so new key steel was purchased and a key made to fit. Some final machining of the key is required to reduce its height. The bolt goes through the bogie chassis and the bogie centre casting. This casting was transported to contractors for machining last week and this week the contractors were visited and the dimensioned instructions prepared by our CME were delivered and discussed. The casting was put up on a borer on Friday for setting up and machining will begin on Monday.
The leading brake cylinder stretcher had its final loose rivets removed this week. Temporary bolts were put through to keep everything tight. On Saturday the Engineering Team assembled to put the first rivets through the bracket and frames. After a couple of false starts, not unusual when setting up for this kind of job, we got our first rivet home and tight. We were ready to get in to our swing when we were told we had to leave the workshop as there was a problem with the locking of the doors which made the workshop unsafe for us. This prevented me from taking some photos for this report.
Work has been carried out on the tender most of this week with attention being concentrated on the front, removing corrosion and a solid block of compacted coal dust inside the front structure. The needle gun and plenty of scraping and chipping has been carried out. Staging has now been put up in front of the tender to improve access and safety as we work our way up.
The overhaul of the brake ejector continued this week, with its internal condition being very good. We have found a steam cut on the small ejector valve seat, which will have to be machined and the valve will be dressed at the same time. Various glands have now been repacked and some covers now reassembled and sealed.
The superheater header was inspected at our contractors this week and we are very pleased with progress. The superheater was sent with a comprehensive work scope that they are working through. The top surface and one of the corners have already been built up.
It has been decided to put plates in the bogie stretcher that will provide additional support to the middle of the stretcher cover plate. The plates have been specified and an order was placed this week for them to be profiled. They will be welded in place after final fitting.
Further work was done on the air brake piping this week, with further pieces put up on the loco and a new section of pipe used to replace a piece that shows some heavy wear. The air pump exhaust steel pipes were stripped this week and after inspection were given a coat of primer prior to fitting.
The refurbished coupled wheel springs were returned to York this week, and await inspection.
2 July 2017
On Tuesday welding contractors visited us and carried out a series of repairs identified as being required during the frame survey. This included rebuilding the thickness of the frames under the cab where corroded and also repairing the leading left combined spring and brakeshaft bracket. During examination this bracket was found to be cracked. This is the matching opposite bracket to the right hand that was removed from the locomotive for extensive refurbishment. These brackets obviously experience high stresses in operation. The spotfacing of the right hand bracket was completed this week but there remains the countersinking of two rivet holes.
On the same day our refurbished pistons were delivered to us. Due to the wet weather as soon as we got them inside we made sure they got a rub down. They have had their heads rebuilt and machined to give us the correct clearance in the cylinder bores and the ring grooves squared up, as over time they taper out due to the movement of the piston rings.
Last week the superheater header end plugs were removed, which completed the work we are doing to the header, for now. The header was dispatched for refurbishment this week with a full specification of required works.
The bogie centre casting that goes between the loco stretcher and the bogie frame was also sent to contractors for repair this week. The bearing surfaces have worn and there is an area of corrosion on one of the lower faces. The top face will be skimmed and the lower faces machined to the offsets measured on the bogie frame bearing surfaces to ensure the assembly sits true and level. Some of the screws holding the bogie bearing plates were found loose when the bogie was removed from the locomotive.The examination of the rest of the screws has begun and additional loose examples have been found. We have now began the process of removing the loose screws and cleaning out the holes. The screws are countersunk and do not have any means of driving them so it is not easy to remove them.
Painting continues around the front of the loco with undercoat being applied to the leading sections of the outside frames. The tapped holes in the footplate angles where the streamlining is attached has been tapped out to clean them of paint and they have been examined. Some holes are worn and will have to be repaired so that the footplating screws can be securely fixed. We also looked at the tapped holes on the outside cylinders. Some of these are in a very worn state and will also require repair.
The leading middle cylinder steam chest studs were examined this week as they become relatively inaccessible when the valve is in position. Some were not fitting correctly so the offending studs were removed and correctly refitted. They are in better condition than the cylinder cover studs we replaced. The coverplates from the tops of the couple wheel axleboxes were removed this week and the dispatch of the axleboxes for contractor repair will now be finalised.
Additional pipework was retrieved from store this week, including the air brake pipework that runs along the loco mainframes and the air pump exhaust pipework. The pipework is now being cleaned and prepared for refitting. Some of the air brake pipework has now been refitted.
We have been informed that the refurbishment of the coupled wheel springs has now been completed and they are ready for shipping back to York. The new valve liners are presently at specialist grinders for final finishing to size.
The vacuum ejector overhaul began this week with its retrieval form store and preliminary stripping and examination.
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