OVERHAUL 2015 - 2020
Notes from information supplied by Darrin Crone, Locomotive Engineer.
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Although work has stopped at York there will still be updates of work that continues to be done at various places off site (Note: off-site work only undertaken where fully compliant with all Government guidance).
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From January 2020.
5 April 2020
During the period of this report no work has been carried out in the York workshop. It had been hoped to have access to the loco for retrieving more parts for work away from York but that is not now possible due to the increased travel restrictions. However, some work has continued.
Somewhere in Yorkshire an Engineering Team volunteer has been working on the knuckle pins. The keyways and cotter slots are now machined in, and they are ready for heat treatment. Before leaving York measurements were taken of the rods so that work on the bushes could continue using the component drawings showing the BR specified tolerances.
The new bolts for the new valve guide, started at York have now been finished offsite by an Engineering Team volunteer. The bolts and nuts are to pre-war sizes and the ex-service nuts certainly looks old.
The lubricator drive linkage is being worked on by another Engineering Team volunteer.
We need new side links and pins for the tender to locomotive coupling. We can get material of suitable mechanical properties and after taking advice from our steel suppliers and heat treatment specialists we are now ready to place the order.
The new left Cartazzi bronze bearing is being machined and is nearing completion. Drawings of the finished metalled left, and the details of the refurbishment of the right, have been completed ready to go to contractors as soon as they return to work.
The Cartazzi suspension arrangement on 60009 allows easier changing of springs when in traffic as they have a nut on top and bottom of their hangers. We have a head on the top of our bolt which means if a spring has to be removed the whole assembly has to be moved out from the loco until the bolts clear the footplating above and can be lifted out, releasing the spring. It was decided that we should examine the possibility of converting our arrangement to 60009's. We need new hanger bolts anyway so there will be no significant cost involved.
No BR/LNER drawing has been found to show the 60009 arrangement though it has certainly proved reliable in service over many years. 60009's arrangement has now been measured and drawn up as a proposed modification. British Standards for Whitworth fasteners have been checked against the arrangement on 60009 and they show that the threads, nuts and cotters are to standards, so it looks like a proper job.
In an earlier report I covered the need for a couple of new Cartazzi Spring boxes. I was pondering if we could fabricate some as an easy option, or go for castings as originally specified. I approached a contact who must have cast these before, and they have been good to us in the past. After a chat I found that they are also considering the same modification to their Cartazzi arrangement, so I agreed to send them our drawing in exchange for the loan. The alternative arrangement will be subject to a 3D model stress analysis.
To get the unit cost of the castings down we need as many cast as possible, so I had an ask round other LNER loco owners. Coincidentally, one had just placed a large order for these boxes and asked if I wanted ours adding. You couldn't make it up, all at the same time as we are looking at the alternative Cartazzi arrangement, and casting the same components!
So, as a comparison, I got a quote from a foundry for my order plus a couple for another LNER loco, and this turned out to be cheaper. I was fortunate that I managed to get a quote from the foundry as many engineering companies are not communicating at the moment. However, the order is now placed.
The lower vestibule support wedges have been machined. One of the larger wedges couldn't be cleaned up all along it's length as when a repair patch detached there was too much wear beneath. The finished dimensions of the machined wedges, without the historical repairs puts them very close to the middle of their adjustment slots, suspiciously close to where I would presume they started their lives. When drawn up the finished assembly can be made up with additional 5/8" flat packing pieces. I wonder if these have been lost historically and the other parts welded to make up for the omitted packers. The packers have now been drawn and added to the list of plates we need profiling, unfortunately our plate suppliers are furloughed and I have been unable to place an order.
The inability to place orders and the lack of response to requests for quotes has really reduced the amount of productive work we have been able to do on the loco. But, the enforced office time has been useful in catching up on documentation and filing all the little things that seem to fall between jobs. A number of job scopes have also been amended to rationalise the number of separate jobs, and I've been working on integrating individual component work records in to the main job record. The plan being to scrap the individual component work record system, which has not been widely used.
23 March 2020
Quotations have been received for the overhaul of the Cartazzi springs and they have now been delivered by one of our Engineering Team volunteers to our chosen contractors. As we were short of two Cartazzi rubber spring bottom plates we have used two of our spares, manufactured when new plates were needed for the tender, as they are identical. They needed studs making for the lock that stops the nut on the bottom of the hanger moving, and this has been done.
We were short of 2 Cartazzi Spenser boxes as they were loaned to 60009. One was returned and another is still on their loco. The returned example is cracked. I had considered repairing it so to locate the end of the crack and see if repair was feasible it was di-pen examined. It was found to be cracked in a number of locations and was found to be beyond recovery. I have now agreed the loan of a pattern and will get some cast new.
The completed return cranks were also examined around the welded and machined square holes to add them to the register of tested parts.
The new Cartazzi brass has now been delivered to a contractor for machining with our drawing. The casting had to be carefully checked to ensure we could get what we wanted out of it. We need a bearing longer that that originally fitted as our journals are worn longer.
The right side streamlining on the tender has been trimmed back to align with the piece that goes over the top of the front plate. Under this, along the tender front is a small section of roof. It had corroded through along the edge where it's fastened to the tender. The little roof is an original fitting with a beaded edge so it was repaired rather than replaced, by welding in a new section of plate. The securing holes were also welded up so that it could be drilled to suit the new top flange on the tender front. It is now in place.
The new tender battery box is taking shape. It is being fabricated by an Engineering Team volunteer and this work is now continuing off site.
The tender coal door frame has been partially riveted in place. Completion was stopped by the shutdown at the NRM. Riveting takes quite a bit of setting up and just about everybody on site gets involved, but it's good fun.
The tender floor drain pipe after repair has now been refitted.
The tender coal door catch was repaired by welding a new spindle on it and it has been machined by one of our juniors in his home workshop under the supervision of his granddad.
On the back of the tender leading dragbox we are replacing the rather random collection of spacers and plates on the intermediate coupling. The parts give pre-compression to the intermediate coupling spring. New plates have been bought and they will be held up by pins to the dragbox, rather than resting on the coupling. This will reduce wear on the shank of the coupling and enable easier removal of the coupling. The plates have now been drilled through and matching holes drilled in the dragbox.
New bushes have been made for the tender dragbox safety link pin holes. The left side ones have now been fitted.
At the back of the tender the lower vestibule support brackets were ready to be fitted until the wedges that adjust the clearance on the support bars were tried in. It was found impossible to get anything like the clearances we need so it was decided to build up the wedges with weld, as had clearly been done in the past. They were then ground near to shape and tried in to see what further work was required. When tried in, measurements were taken and the wedges taken off site for machining. During machining it was found that they had previously been plated over as the plates detached during machining. There are some jobs on the engine that frustratingly seem to open one can of worms after another.
At the top of the gangway the upper support brackets require repair while the upper support spring cover has been repaired and is now painted to gloss top coat and is ready for fitting. The outer Catrazzi frames have also painted and the finish is superb. The inner Cartazzi frames have also been painted to top coat.
Returning to the tender, the new gangway floorplate is now in place.
The piping team has now finished the water filler pipe and the air supply pipe that follows it up to the tender top to the large oil separator. The LH reservoir tank and the smaller tank near it are now in place with the drain pipe from the larger tank. This pipe has been changed to heavy duty steel pipe from copper. Though harder to work with it will be harder wearing in traffic, the old copper pipe showing much damage when removed.
The large injector pipe flanges have now all been refaced. These were found to be very worn, to the point where you wonder how they got to the shape they did. The faces have all been filed flat, checking them against a flat surface.
The new blowdown valve has been temporarily fitted to the firebox throat plate and the routing of the blowdown linkage, exhaust pipe and the steam supply pipe to the air pump is being planned.
Further progress has been made with the boiler cladding by a couple of Engineering Team volunteers, who have done a great job sticking with this. The firebox backhead corners have been put up and the large triangular piece that goes across the top of the firebox and lines up with the cab front. We have 60009 on site so we've looked at their cab cladding and it is much more complete than ours. Where their1s is almost fully boxed in we do have various gaps and cutouts where the insulation can be seen. We are considering if we should cover these areas.
The cladding sections immediately in front of the backhead corners, down the sides of the firebox, were corroded to nothing along their lower edges. These were cut off and new sections welded in.
Work has also progressed on the streamlined casing towards the front right of the boiler. This has required extensive weld repair and are now being tried in place. It has taken quite a bit of fitting and tweaking and I'm still to decide if this method of repair is worth pursuing. It might be time to renew larger sections.
With the new valve guide reamed through a start has been made on the machining of the securing fitted bolts. This job will now continue off site.
The steam chest valve covers have now been trail fitted and their fit against the valve liners checked. The projections that provide an additional stop to the movement of the liners have been rebuilt with weld and finished to size.
During the measurement of the valve guide assemblies one of the bolt seat faces on one of the covers was found to be damaged and meant that the nut on the securing bolt would contact on an edge and not sit flat. This face was rebuilt with weld and is now off site to be machined by a contractor, as none of us at home have a machine big enough.
The distances between the exhaust ports have been measured and these dimensions will be used to set the spacing between the piston valve heads.
All the gudgeon pins have now been fitted after returning from having their journal surfaces ground. The last one, RH, being fitted into its crosshead with a new key.
The lower cod's mouth door is hinged to a section of footplate which was riveted in the last report. It has now been painted and fitted in place.
In the smokebox corroded studs are being removed in preparation for the fitting of the cast iron steam pipes and chimney casting. New studs have now been fitted to the leading chimney flange. Two of the three cast iron steam pipes machined at contractors are finished.
The reverser reach rod has now been installed. It is in two halves and joined by fitted bolts. The old bolts were a good fit so have been reused. It is secured by new hardened and fitted pins at either end to the reverser stand crank and the weigh shaft lifting arm. The nuts on the end of the weigh shaft have been fitted and reamed for taper pins. The lifting arms are pinned to the radius rod die blocks and these have been fitted. After installation the reverser handle was turned and all works very smoothly.
The direction of the loco for the OTMR recording system is detected by an electrical switch contacting a plate of the back of the reverser reach rod. The bracket that mounts the switch was cleaned up and tapped and the switch fitted. It's operation has also been checked.
The GSMR radio aerial has been tried in place, on the tender top where new plate has been installed. A new foam sealing gasket for the base has been made.
Off site, the ex-service AWS bell which was found to be functioning but had internal damage. This has now been repaired using recovered parts and a spare unit has also been refurbished.
The leading coupling rod bearing oiling rings have now been fitted after being machined by an Engineering Team volunteer. They pressed on very well and lined up very well with the faces of the bearings. Not an easy thing to achieve when the recesses they fit in to are conical and worn from original dimensions.
The knuckle pins have now been lapped in to the trailing c oupling rods and the fit is very good. This has not been an easy job. The pins have to be a good fit in two conical holes and the cones do not geometrically coincide. The pins now require some final machining before hardening of the journal surfaces. This work is continuing off site.
Work continues on the renewal of the loco brake bushes and pins with the bushes now completed.
The steam heat valves have been rebuilt with a number of new components as sorting one fault has lead to finding another on this job. They are now ready for testing, again.
22 March 2020
2 March 2020
It was hoped that the steam heat valve spindle mentioned in the last report was recoverable but upon closer inspection it was found to be cracked so a new spindle has now been made. The new valve has seen a little lapping in but there's more to do.
The boiler and ashpan position has changed a little from when last fitted. This has had the knock on effect that the ashpan sprinkler bulkhead fittings have moved and the right hand one is now too close to the frames to get a nut on. The ashpan has now been modified to allow the fitting to move, however a new way of securing the fittings will now have to be found.
The belly cladding bands were lifted inside the crinoline and secured in place with new screws. Meanwhile the outer straps were being painted. Fitting the inner straps allowed the belly cladding sheets to be fitted. A very awkward job. Most of the existing sheeting, though looking a bit rough is serviceable and is hidden from view, so this was refitted. We hit a problem with getting the sheets under the crinoline. There seemed no way of getting them in as they are bigger than the pitch of the crinoline uprights and it was impossible to get them in under the loco. So one of the uprights was cut and this gave us a window where the sheets could be put through then slid along the ides of the boiler. When all the sheets were in, the upright was welded back together. The upright was cut along an existing weld so perhaps this method had been used before.
When the belly sheets were in they were pop riveted along the bottom seam and the outer bands secured to the crinolines at the top and pulled together with long threaded studs on the bottom. The cladding around the throat plate presents quite a challenge because of the shape of the boiler and the difficult access due to the location of the air pump. Further work is required here. It was found that the securing of the cladding would be aided by the addition of a further band not originally fitted here. So new material was obtained and a new belly band fabricated and fitted. This has all been a long tough job carried out by our volunteers.
Meanwhile work has progressed on the main cladding panels. They have all been cleaned down and given a coat of primer. The panels were assessed for condition and sections marked up that are wasted and require cutting out and replacement. New steel has been obtained, as a flat sheet and a piece rolled to the radius of the lower roll in the cladding where it meets the footplate. To explore the practicality of repairing the panels, one was repaired with a new flat section where it had wasted to lace along its edge where under a cladding band, and along the edge where on the footplate. Putting in sections will change the stiffness in that area and it is to be seen if the panel will roll correctly when fitted to the loco.
The backhead cladding was rubbed down and painted. Various openings in the back head valves were covered to keep contaminants out. The backhead has now been painted to top coat. Completing the painting allowed the reverser to be refitted.
The dressing of the coupling rod bush keyways has been completed which has allowed the pressing in of the crankpin bearings. All bearings pressed in satisfactorily. When the bearings were pressed the close up on the bore of the bearings was measured and the side projection was measured to compare to our drawings. The leading oiling rings are now being made to the dimensions of the bushes to give a flush face across the crankpin wheel face.
Before the fitting of the bearings all the oiler felt pads were put in to soak in oil, and all of the oil reservoirs in the rods cleaned out. After fitting the bearings were wrapped in a thick cling film.
Work progresses on the knuckle pins with lapping the right hand pin in to the rod. As this pin was quite a way under the outer surface of the rod it has had to be re-machined to reduce the taper diameters so that the full hole in the rod will be lapped.
The new valve guide has now been fitted to the valve chest cover. Some difficulty was experienced doing this as the holes through the cover were not square to the surface so when reaming through, the reamer was wanting to change direction when it passed from the guide in to the cover. Eventually the job was done and new fitted bolts are now being made.
The other valve guides and covers have been inspected. They've all seen plenty of duty but most will soldier on for a while yet, however one one was unacceptably worn out of position. This was recoverable and was machined to improve its alignment. Now that we have the dimensions of the valve guides we can move on to getting the crossheads whitemetalled and machined to size. The leading crossheads also require re-bushing and this is progressing.
The valve chest covers have lugs that contact the end of the valve liners. This is to prevent the liners from moving if the interference fit of the liners is overcome. To ensure contact the covers are tried in place and if there is a gap the end of the lug is built up with weld and filed to give the correct length of lug. This is now being done.
The Cartazzi springs loaned to 60103 have been returned to York along with some of the components loaned when 60009 failed with a broken Cartazzi hanger. The ex-service Cartazzi springs and the returned springs were cleaned off by our Junior Volunteers, and quotes are now being sought for their refurbishment.
The steel Cartazzi wedges were put up on the marking out table for assessment. The recently machined bronze wedges were tried on and the right side assembly sits well enough for reassembly, but the left will require machining of the steel side. This is now with a contractor for machining, as all our capable volunteers are on other tasks. Both of the steel wedge sections should be manganese steel lined but like the trailing loco horns, they are lined with mild steel and shows considerable wear.
New Cartazzi Spenser springs have been assembled.
The new steel for the tender battery box has now been received and the main box shell has now been fabricated.
Meanwhile the Boilermaking Team has been working on the fitting of the new material to make up the streamlining along the right side of the tender and over the front bulkhead. The new steel arriving with the battery box flat pack..
The front tender weight has now been secured with new bolting.
The safety link holes in the tender leading dragbox have been cleaned out. Some of the holes were bushed and they have now been cut out. The other bushes came out with the pins during the stripping of the tender. New bushes will now be made.
Work continues on the manufacture and fitting of the new bushes for the loco brake gear.
The main injector pipework has been annealed and Pipe Fitting Team has been working round the air ministry joint cones to check their fit in the pipe ends. The existing pipe cones are also being examined for fit, and so far so good. The next step is to look at the fit in to the new clackboxes.
The bronze injector pipes that end in flanges that go against the injectors were examined and have been found to be very worn. They are now being repaired to get them back to flat.
Elsewhere most of the Pipe Fitting Teams efforts have been directed at the installation of the new pipe runs on the top of the tender. The right hand water filler flange has had to be moved to the rear to allow the large air supply pipe to come up the same drain duct as the water filler pipe. The air supply pipe comes from the air pump to the reservoir tanks on the tender top. To make the arrangement as compact as possible, flanges were altered from standard and welded on to the pipework, removing the need for additional fittings. The air tanks have also trial fitted to ensure no pipe run clashes.
Also up on the tender top the water filler lid hinge and catch have been bushed and fitted with new pins. A patched wasted section of the lid was also cut out and new steel let in.
10 February 2020
The tender lower vestibule support brackets have had the top sections welded back in very accurately by K D Flavells. They have been tried on the tender bufferbeam and fit fine so are now being painted before final fitting.
Insulating the boiler has continued with the firebox and backhead now covered.
The crinolines have been cleaned down and were moved and placed in order in front of the loco. They have now been painted by the painting team. Some repair work has been necessary with cracks and loose joints welded up. They have been painted to blue top coat gloss to use up old stock not now suitable for painting the outside of the locomotive. All three sections of crinoline were then lifted and fitted to the loco.
While the crinolines were being fitted the painting team moved on to the belly straps that are fastened on to the crinolines and pass under the bottom of the boiler. As soon as they had a day or so to dry these were also put in. The belly cladding is now being worked on with most of it reusable. The straps that secure the belly cladding are being prepared for fitting and the securing studs have been cleaned and checked.
With the insulation and crinolines in place the first large sections of backhead cladding were fitted. The cladding is being prepared for painting in-situ.
At the front of the tender, work has been done on the cab floor upstands with the original material being cleaned up. It is planned to reuse some of it.
There's a water tap on the front of the tank which fills a bucket located in a hole in the floor. Under the bucket is a drain pipe. The pipe is fastened to the tender floor with a flange. The new floor plate has now been drilled to take the flange and a new securing bracket made for the lower end of the pipe. The pipe needed some repair work and is now at painting.
New steel for the battery box and the tender streamlining has been specified and an order placed for its supply.
New bolting has been received for the tender balance weight that makes up some of the tender cab floor structure.
The low level tender filler pipe with a shut off valve has been refitted. This required the internal pipe that runs through the tender water space to be resealed against the inside of the tank and the large external isolation valve refitted.
The pipe fitting team has hydraulically tested the three tender top air tanks. All passed successfully. Our insurer has now also examined the tanks and has passed them OK for further use. They have now been painted and are ready to be refitted to the tender. The smaller of the air tanks was sat on wood which disintegrated when removed, so new steel brackets have been fabricated. These copy the way that the larger tanks are retained.
The installation of the tanks has been reviewed as the pipe runs have to change as they have been rerouted through the tender. The pipe fitting team is examining the best layout so using as much of the reusable old copper pipe as possible and accommodating the new pipe runs.
Meanwhile the injector pipework has been cleaned and annealed. The air ministry joint components are also being examined for reuse.
The painting of the tender top around the water filler where the air tanks are located has been completed.
The middle cylinder trailing atomiser oil feed fitting has been fitted with a new specially made copper washer.
The cast iron steam pipes are now with contractors for machining.
The fitting of the keys to the rods and bushes for the coupling rods and outside big ends is now completed. All the oiler felt pads are also now made.
Work continues on the knuckle pins. Both have been made to give best fit in their rods. One has now been lapped in and work on the second is well advanced. This has required a lot of work taking out deformation from the holes in the rods.
Work continues on fitting the new valve guide. It has been drilled through and one of the holes has been reamed and a fitted bolt roughed out to locate the valve guide for reaming the second hole.
The other valve guides and valve chest covers are being trial assembled and examined.
The valve spindles were put up on the marking out table and checked for straightness. All check out straight.
Two of the valve cross heads have had their old whitemetal melted off to allow machining after they were built up with weld. To machine them accurately the bore for the valve rod is used as a datum. This has required a jig to be made.
The OTMR sensors have now been collected from their second visit to the calibration lab. This time the calibrations make sense. The results have been sent to the VAB and the previous service sensors are suitable for future use.
The new Cartazzi brass is on order with the pattern sent to the foundry.
The machined Cartazzi bronze wedges have been tried on their mating steel faces. Unfortunately the fit is not good. One of the steel sections has now been put up on the marking out table and is being examined closely and our options considered.
The cylinder relief valves have now all been successfully hydraulically pressure tested.
The saga of the buffer mounted steam heat valves drags on. They have been lapped in and were again pressure tested. One leaked quite badly so was taken apart to find that the back venting valve had not located correctly when reassembled after overhaul and had damaged the valve. The old valve has now been replaced by a new part. The spindle also shows damage but this may be recoverable.
Work continues on the loco brake gear with the replacement of the steel brake bushes.
25 January 2020
The pipework around the atomisers is progressing with the steam supply pipes being trial fitted, but we will need the front end casing to be fitted so that the pipe above the name plate can be fitted. Some of the ends are poor and will have to be remade.
The tender top air receivers are being prepared for hydraulic testing. The space in the tender where the tanks will be fitted is being painted ready for them to be refitted.
The expansion link trunnion bearings and housings have been fitted, followed by the expansion link sides The radius rods and expansion link centres and die blocks have also now been fitted. The conjugated gear, equal lever and 2:1 leavers, and the links between the leading valve crossheads and the levers have now been bushed with a mixture of bronze and steel bushes. The bushes have been reamed to fit the new hardened pins.
The fitting of the new valve guide is being progressed. The valve cover was put up on the marking out table and as the guide has to be accurately set up parallel to the valve cover centre and at a specified distance to accommodate the valve crosshead. Drilling bushes have been made so that pilot holes for the bolt holes can be accurately positioned in the guide for the eventual reaming through for new fitted bolts.
The keys for the coupling rod bushes and the outside big end bushes are being fitted. Some of the keys have been machined to suit their locations due to the wear in the rods. The keyways in the rods show wear so time has been spent dressing the keyways.
New felt oiler pads for the bushes are also being made, following the BR instructions.
The Smiths Speedo has been refurbished and is now being painted. The calibration results for the OTMR pressure sensors were tabulated and the r esults examined. An anomaly was noticed and when investigated an error in the calibration was found, so the sensors were returned to the calibration lab. They have been re-calibrated and new certificates produced.
The blanks for the knuckle pins that join the coupling rods together are now at York. No time was wasted in starting their machining and fitting with the left pin well on the way. It is a good machined fit in its rod and is now being blued on to the tapers in the rod.
The gudgeon pins have now been ground on their journal surfaces to return them to round and true. The finished diameters are now known so the little end bushes can be machined. The bushes have been preliminary machined. Before the pins could go for grinding the middle pin had to have a centre made to fill the oiling hole in its end. This was done and the centres in the other pins were cleaned out. All were mounted between centres and ovality and eccentricity measured so that the amount of grinding required would be known. Fortunately none of the grinding would take any of the pins below scrapping size.
The backhead cladding has been tried up on the new and reconditioned studs fitted in to the boiler. A number of backhead components had to be removed to allow fitting. While doing this it was noticed that the regulator cross shaft was not sitting correctly on the fireman's side bracket. The bracket has now been moved to contact the bottom of the shaft. To do this the stuffing box cover had to be removed to allow the shaft to be move sideways to uncover the bracket securing nuts. The bracket is now correctly positioned but the stuffing box seal will have to be remade.
The backhead cladding has had various sections cut out in the past. These sections are now being welded back in place. Some patches of new material have also been inserted and a very smart job has been done.
With the backhead cladding tried on and with a method of getting it to fit without requiring access to the cab floor, the pipework under the floor can be refitted. This is now well under way.
The boiler insulation has been delivered to York and has been fitted to most of the boiler barrel, using our new scaffold towers.
With the insulation going on, the crinolines have been moved clear so that they can be worked on. The firebox crinoline was tried on so that a couple of brackets on the footplate could be re-positioned. To gain a bit more clearance between these brackets and the boiler, bushes were made and welded on the back of the brackets and tapped through for the securing screws. The brackets have now been welded in place. The firebox crinoline has now been painted in primer after it was weld repaired. The other two crinoline sections have been cleaned down and wire brushed by the 007 Gang of junior engineering trainees, ready for repair and painting.
The damper linkage set up is being finalised. Due to the extra components such as the air pump and air pipes the positioning of the damper linkage has to be different from the original arrangement.
The cylinder relief valves are now being tested for their blow off pressure against our calibrated pressure gauge. They require adjustment which is achieved by the machining of a spacer which adjusts the compression on the internal spring. Three of the six valves have been tested successfully and witnessed.
The overhaul of the Cartazzi continues. A lot of time has been spent on cleaning the axleboxes and other components. The rubber springs on the ends of the spring hangers are life expired and new ones will be made. The rubber and stainless steel plates are now at York for assembly, with the steel being blasted.
The bronze Cartazzi wedges, or inclined planes, have been machined by one of our volunteer Engineering Team to restore the correct profiles.
The trailing Cartazzi horn liners were very worn with the right side worn through. They have now been removed. They were originally manganese steel which is expensive and difficult to work, so a cost effective solution to the re-lining of the horns is being investigated.
The Cartazzi wheelset was tested before Christmas and was found to be free from defects so it was cleaned down and has now been painted to gloss top coat. The journal ends have been carefully dressed to restore their end radii.
One of the Cartazzi brasses was found to be cracked and will require replacement. Quotes for a new casting have now been received and an order will be placed.
One of the Cartazzi hornsays was found to be cracked. This is currently being weld repaired off site.
New spindle sealing copper washers have been fitted to the buffer beam steam heat valves. These will now be pressure tested.
The loco brake gear pins and bushes are being worked through. A number of bushes have now been renewed, with more to do, and material is now at York for the manufacture of new pins.
Over the Christmas break the tender coal gate hinges were machined and the full assembly put back on the tender. The hinges are bolted in place but were previously welded, probably due to the poor condition of the threads in the hinges, so they have been welded in place again. With the coal gate now level the hook catch is too low. The catch had been drilled to drop the hook, so the hook was put back in to its original hole and everything is spot on. The catch is has also been re-welded in place.
The tender corridor end has now been welded on to the tender front plate. A new section of steel has been put in to bridge the transition from the original front plate top flange and the new section. Before the last section of corridor roof is welded, bridge pieces have been welded across the corridor roof. This will help to prevent the tender side being pulled in by the contracting weld material.
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