OVERHAUL 2015 - 2022
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In April 2022 Sir Nigel Gresley returned from an overhaul which took more than six years and cost about £800,000 plus about £100,000 for the support coach. If you would like to make a donation towards the cost of this overhaul please click on the donate button.
To donate via PayPal (incl. credit or debit card):
Notes from information supplied by Darrin Crone,
Locomotive Engineer.
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July To September 2019.
22 September 2019
We have been finding it difficult to get a date for the lifting
gear hire for lowering the tender frames on to the wheels from our usual
supplier, so some other sources were contacted. Meanwhile, we investigated if
we could assemble enough equipment ourselves. After examining what we could get
our hands on, and coming up with a safe plan, it was decided that we could do
it. So this week the frames were successfully lowered on to the axleboxes. We
managed to complete the lift just before Museum Security would have locked us
out.
Thanks go to the painting team who made sure all the bits that
are going to be made inaccessible by the rewheeling, and the fitting of the
tank are getting correctly painted.
Prior to lowering the frames the axleboxes were assembled on
the wheelsets and packed to prevent them slipping round the journals, and the
vacuum cylinder strap was fitted with new bolts. The axlebox top bearing plates
were given a final clean off by our junior volunteers before oiling and
fitting.
The wheelsets slotted straight in to the frames, even the end
sets which are a close fit in the frames. This is a tribute to the volunteer
Engineering Team members who did the tender frames and wheelset measurements.
The hornstays were all refitted and are a good fit thanks to
their refurbishment. The new hornstay bolts made by our volunteers are also a
good fit.
After the frames were down there were no clashes with the
pipework or other components in the frames, however the Piping Team leader
decided he could increase clearance at the front end of the steam heat pipe, so
the pipe clamps were loosened and the pipe was moved slightly. Before the
wheels were fitted, the steam heat pipe was pressure tested and checked for
leaks.
The steam heat pipe under the rear tender buffer beam does not
fit the new pipe arrangement, so a new bracket was fabricated. This uses
existing holes in the rear drag box, looks like we are returning to a prior
arrangement.
With the frames on the wheels the brake hangers were fitted.
The pull rods that run either side of the wheels were also assembled. The
transverse tie rods and front brake stay was also fitted and the assembly
gently rocked backward and forwards. It's nice and free. The offsets
between the brake block holes and wheel treads have been measured and the
distances are consistent. This is important as there is no adjustment or
compensation on the tender brake gear to enable the brake blocks to apply
equally.
The tender brake pull rods have all rebushed. That allowed the
rods to be trial assembled with the lower brake hanger pins. All went together
well.
Work progresses on the valve gear and connecting rods. The
gluts that space the big end strap off the middle connecting rod have been
ground and fitted. The big end bronze casting has been measured to ensure there
is enough machining allowance, and the job has been discussed with contractors.
The pinning of the valve gear continues with the fitting of the
taper pins to secure the motion pins, now on to the lifting arms.
The feather keys are now all fitted to the slidebar bolts.
The return cranks are in the process of being machined. As
mentioned in the last update the machining of the cranks brought up a number of
dimensioning anomalies. This has resulted in some further rebuilding of
surfaces with weld by contractors.
Further work has been done on the loco front end lubrication
pipework, and further recovery of pipe ends and fittings.
Work continues on the front of the tender with the wasted steel
from below handbrake shelf level is now being removed.
At Llangollen, all the superheater elements are now in place
and the testing of the superheater is now being organised.
The finished gluts are fitted and the final measurements taken of the hole
that will fit the finished new inside big end bearing. 5 August 2019
Photograph: Richard Swales
The finished gluts |
The tender frames being lowered on to the wheelsets. 10 August 2019
Photograph: Richard Swales
Lowering tender frames |
The tender frames on the wheels and springs. 10 August 2019
Photograph: Richard Swales
Tender frames on wheels |
The closeness of the pipework to the wheels and axles can be seen. The sump
of the tank will fill the space above the pipes. 10 August 2019
Photograph: Richard Swales
Closeness of pipework |
Before the frames were lowered, the axleboxes were assembled on the
wheelsets. 10 August 2019
Photograph: Darrin Crone
Axleboxes on wheelsets |
The new motion pin is fitted in the end of the radius rod and is then
secured with a taper pin. The hole being reamed to ensure alignment and the
correct taper. 10 August 2019
Photograph: Andy Barwick
The new motion pin |
A set of superheater elements having the ends pre-expanded before insertion
in the header. 10 August 2019
Photograph: Paul Aaston
Superheater elements |
2 September 2019
With the tender axlebox bearings all now ready for fitting, the
tender frames are ready to be lowered on to the axleboxes and wheelsets. The
tender axlebox rubber seals that seal against the wheels have now all been
fitted and the only outstanding piping job, the lagging of the steam heat has
now been completed. We are in discussion with suppliers for the hire of the
necessary equipment but so far they have been unable to give us a date to
collect from their depot. After the frames are on the wheels there will
inevitably be some de-snagging then the tank will be refitted. Fasteners for
the tank are on order.
The plan for the tender frames and tank lift is being developed
and the risk assessment is at draft stage, being circulated amongst the Risk
Assessment team.
During the assessment and test of the leading tender dragbox it
was decided that the material thickness around the safety link holes should be
rebuilt. This is best done before the refitting of the tender tank so we have
now had a contract welder in to do the work. To minimise the amount of time the
welder has to spend on site we ground round the areas to prepare it for
welding.
While on site the welder also repaired the valve chest cover
that was found to be cracked during its examination.
Meanwhile the tender brake and suspension components have been
painted. These components being easier to fit to the tender frames before the
fitting of the tank. The tender springs were mounted on the tender frames and
then the spring hangers put up.
The tender frames have now been painted to gloss and varnished.
The last patches under the tender tank, inaccessible until the front end beam
was moved for the fitting of the vacuum brake cylinders, has also been painted
to top coat.
At the front of the tender tank the flanges wasted away that
connected the front plate to the tank in the coal space have been drilled and
are being welded in place. The front plates are being bolted to these flanges.
The last corridor roof section has now been fitted and trimmed to meet the back
of the front plate. This was not easy as the existing corridor slopes down
toward the cab end. Good alignment has been achieved with the existing lower
section of the corridor. The wooden template for the top section has been
refitted and aligns very well with the new corridor roof.
Also on the front plate, the cut out where the scoop indicator
pipe comes through was drilled and tapped so the indicator and cover plates can
be refitted.
On the outside of the corridor the mammoth grinding job of
removing the streamlining weld that ran the length of the tender to the water
filler space bulkhead has been completed. The burring out the holes along the
tender tank rear flange that were welded up to reduce their size to
specification has also been completed.
Meanwhile welded patches have also been put in behind the
corroded and holed plates around the tank left hand top beading.
At the back of the tender the vestibule handrail has been
finished and it has now received a coat of primer. Looks like new. At the
bottom of the vestibule work continued plugging bitumen leaks.
Work on the cods mouth gear continues with new bronze bushes
being made for the horizontal shaft. Some final fitting is required. There is
some damage to threads and other minor components which is being worked
through.
The middle slidebar bolts are now completed and ready for
fitting. All the others are drilled for feather key fitting, with some now
done. It has been decided that one further existing bolt should be replaced. A
new bolt has now been roughed out.
The pinning of the outside valve gear continues with all the
outside pins now fitted. The pins that require locating with taper pins are now
being drilled or notched and reamed for pins. A new bronze bush has been made
for one of the combination levers and this has been pressed in. The dimensions
of the taper pin holes have been measured and the size of the taper pins and
reamers we need has been calculated. Ebay is now being monitored and one taper
reamer already snapped up at a bargain price.
The middle big end bronze castings have now been received and a
draft drawing produced of the finished bearing. The gluts that form part of the
clamping of the bearing have been surface ground and are being fitted to the
big end strap. The machining and metalling, to a procedure specified by us, is
now being discussed with a contractor.
The RH eccentric, now part machined was brought in this week as
we were concerned that the existing dimensions were not corresponding to the
drawing being worked to. The old RH crankpin square was also retrieved and
measured. It was found to be short, which corresponded to the eccentric being
thinner than drawing. Only by a very small amount and not impacting
significantly on the components strength. Attention then turned to the
specified clearance between the eccentric and the eccentric rod, as the rod
sweeps over the eccentric. This clearance is specified on the LNER drawing, and
also noted in a BR(E) standing order issued to sheds during the 1950s. So the
eccentric rods were measured and compared to drawings. As our crankpins are new
the end squares are full length and with adequate clearances measurable it was
decided to add material to the outer face of the eccentric regaining some of
the specified thickness. This eccentric is now at subcontractors for rebuilding
with weld.
The piping team has been tidying up the tender frames piping as
described above, with lagging and clipping, as it will soon have its access
much reduced by the fitting of the wheels and tank. It has also requested new
bolting for the trailing steam heat flange, this is now on order. Fittings are
also being assembled so the steam heat pipework can be pressure tested. Part of
its last activities in the tender frames is the recording of the pipe systems
and what new and existing material has been used.
Work also continues on the loco lubrication pipework to the
outside slidebars and glands, and to and from the atomisers.
At Llangollen, under the close monitoring of our
representative, the superheater elements are being expanded. A number of
expanders were sent over from our collection and some borrowed. One difficulty
was accessing the end rows. These are accessed through threaded holes sealed by
plugs on the top of the superheater. During the refurbishment of the header
these holes, requiring repair were welded up and remade to the original
dimensions. This would allow the holes to be re-threaded to a larger diameter
during future repairs. However, this also meant that expanding the elements
below has been made more difficult to access. An extended expander has now been
obtained and is now being used.
The superheater elements are now being fitted to the boiler at Llangollen.
15 August 2019
Photograph: Paul Aston
Superheater elements |
The 2:1 lever mentioned in the previous report on the marking out table.
17 August 2019
Photograph: Richard Swales
The 2:1 lever |
The leading tender dragbox has received some overlay welding to restore
material thickness to the safety ink holes. 21 August 2019
Photograph: Peter Brackstone
Leading tender dragbox |
One of the return cranks being ground after machining on 23 August 2019.
Photograph: Tony Bickerstaff
Return crank ground |
One of the eccentric rods on the marking out table being carefully measured
so that the specified clearances from the return cranks can be calculated 29
August 2019.
Photograph: Richard Swales
Eccentric rods measured |
One of the radius rods with a motion pin fitted is drilled through for
fitting the taper pins that locate the motion pin in the rod on 29 August 2019.
Photograph: Richard Swales
Radius rod drilled |
23 August 2019
New plate for the tender front has been delivered and is now
being fitted. The two lower front plates are now in place. Some new steel
pieces have been made to replace various wasted flanges around the front
plating. They are being drilled and will be welded in place. The last patch to
go in the rear of the tender top has now been welded in place. There is still
some work to be done to the outside bottom right of the tender tank where
bitumen is slowly oozing out. Is it too hazardous to weld near this so it is
being mechanically patched.
Meanwhile a new strip was welded to the front top of the ashpan
to provide additional sealing against the foundation ring of the boiler.
The old streamlining weld that runs the length of the right
hand tender coal space is being ground away to prepare for the welding on of
new materia.
The vestibule handrail complete with its new section is being
fitted. The left vertical and top arch are now tacked and the right is ready
for tacking.
The tender bearing scraping has now been completed. The back of
the axleboxes were originally fitted with rubber seals, which fit in a recess
in the axlebox, and the recess is drained through holes in the bottom of the
axlebox casting. A lot of effort has had to go in cleaning these recess out and
unblocking the drain holes. New rubber seals are now being fitted. The left
side being completed.
The tender vacuum cylinders have now been refitted on the new
mounting brackets. Grease nipples have been fitted and the cylinder trunions
greased.
In the tender frames all the pipe runs have now been completed
with the routing of the air pipe from the compressor to the reservoir tanks.
This is a new run through the frames and at 35mm is a large diameter to find a
route for, so well done to the piping team. Attention has now turned to lagging
the steam heat pipe.
A new flange has been made for the steam supply to the air
pump. This allows full bore steam supply right up to the pump in heavy duty
steel pipe.
The tender rear bufferbeam steam heat valve has been stripped
for overhaul. New stainless steel cotter pins have been purchased for its
reassembly.
The spacing blocks for the mounting of the tender vacuum
reservoir tanks need to be the correct thickness to clamp the tank tight while
supporting the brackets on the tank straps. Blocks have now been machined to
give the correct size and have now been fitted.
Before the tender tank can be refitted, the frames need to be
painted inside as many areas will be inaccessible to the paint brush, so we
have been very busy around the frames, while having to stay out of the way of
pipe and bearing fitting. The tender spring components are now painted to top
coat and are ready for refitting.
The tender lower vestibule support rod brackets have had wasted
surfaces rebuilt with weld and are now at contractors for machining.
Work on bushing and drilling the loco brake hangers has
continued. The completed hangers have been tried up with the brake beams to
check fit, and all appears to be fine.
The assessment of the cod's mouth operating gear shows wear
to some of the bearings. In traffic it has been found that one of the bronze
bearings had become displaced and damaged. This is now in the process of
renewal.
Work on the slidebar bolts continues with all the bolts made
trial fitted and tried in. The heads have been drilled for fitting of the
feather keys, to the BR drawings
Work continues on the fitting of new valve gear pins and bushes
to the combination levers.
The return cranks are being machined with the weld recovered
back faces recieving attention. They have now been machined to original
dimensions using the crank rod pin as a datum in a special jig we have made.
New guts for the inside big end bearing assembly have been
machined. These will be surface ground to ensure the correct thickness is
achieved to give us the best circular recess for the new bearing. The bearings
are on order after modification of the pattern, and are due for delivery to
York.
The 2:1 lever overhaul is complete. It was put up on the
urface table and examined for deformation, and all appear to be OK. The ball
bearings at the fulcrum have been reassembled and greased.
Work on the electrical systems continues. The OTMR sensor box
has now been painted after repair, as has its mounting plate. The GSMR radio
unit has been reinstalled in its cabinet and the door remounted.
The new battery box is taking shape with a wooden mock up being
made. The tender front plate pattern is being altered to accept the battery
box.
The piping team are now returning to the loco, and are working
on the lubrication pipework around the atomisers and to the valves and
slidebars. The atomisers require new cones and these are being progressed. The
other lubrication pipework is to be tidied up and will require new brackets and
clips. These are made on formers and we have been assembling these.
The replacement steam heat valve, that showed porosity during
the steam test has been replaced with the new valve now at Llangollen.
The superheater elements are now being fitted with the first
row now expanded in place.
The tender spring hanger bolts painted to undercoat. 23 July 2019
Photograph: Peter Brackstone
Tender spring bolts |
One of the loco brake hangers with a new bush fitted is drilled through to
ensure correct alignment of the bushed holes. 25 July 2019
Photograph: Richard Swales
Loco brake hanger |
The GSMR radio is housed in one of the original tender lockers. The locker
has been refurbished and the radio refitted. 25 July 2019
Photograph: Richard Swales
The GSMR radio |
A wooden pattern in place on the front of the tender to act as a drilling
pattern for the new steel plates. 25 July 2019
Photograph: Peter Brackstone
Wooden pattern |
The tender frames and wheels are being painted while the last axlebox tender
is fitted. 8 August 2019
Photograph: Peter Brackstone
Wheels are being painted |
The back of the axleboxes are thoroughly cleaned out and any repairs
necessary carried out before fitting new rubber seals. 15 August 2019
Photograph: Richard Swales
Cleaned axlenoxes |
26 July 2019
The welded return cranks were collected from contractors and
have been returned to York. The crank angle set up jig has been used to mark
the dummy cranks. We were very pleased with how well the jig performed. The
dummy cranks which will provide patterns for machining the real cranks have now
been taken to be machined. There's a considerable amount of machining work
to be done on the cranks and the pressure is on to maintain the quality and
accuracy so far achieved.
The tender spring hangers are now being painted while the
tender frames are receiving black gloss. The tender spring hanger Spenser
rubber boxes and the bottom plates are also now being painted.
The repaired tender spring hangers were returned with NDT
documentation covering the repaired areas. That left the hangers not requiring
repair, and the hook ends of all of them to NDT. So a last round of
examinations were carried out, and a crack was found in one of them. The defect
was ground out, as often surface defects can be removed on components like
these that show a lot of surface history, however this was definitely a crack
and extended in to the hanger. It will require repair.
All of the new tender hornstay bolts have been completed with
the drilling of the split pin holes.
The tender brasses continue to be scraped on to the journals.
Unfortunately two have had to be reworked by contractors as they had excessive
end float on the journal.
The tender front progresses with the lower 2 front plates
trimmed, drilled and countersunk, while work has started grinding back the long
weld that secured the streamlining to the original 1928 tender top. The exposed
frame work at the front has been needle gunned to remove as much of the
corrosion as possible.
The butt strap used to increase the height of the front of the
tender when streamlined will serve no purpose on the reconstructed tender but
will be refitted. The strap was removed complete with all the rivet heads and
these have been secured in the strap by welding.
In examining the front of the tender it was noticed that the
corridor door appears to have moved and was not closing correctly. We know the
tank doesn't quite sit flat so to make sure we don't build a twist in
to it the beams the tank sits on were re-levelled. The packing the tank sits on
was also rearranged to support the tank along the frame line. This didn't
seem to affect the position of the door much, so a string was run along the
sides of the tank and it was noticed that the tank side definitely bends in
toward the front of the right side. A prop was then put in and jacked out until
the door lined up with the exposed frame work in the tank. This required the
cutting of the beam put to stabilise the front, which was put in before the
front plate work was removed. The plates will be fitted to the current shape of
the tank but final securing will take place after the tank is fastened down on
to the frames, as if we make the front of the tank too rigid now we could end
up deforming the frames.
A template has been made of the top section of the tender tank
front, and was used to mark the location of the fixing holes. After the prop
was put in the template showed that the holes had shifted. The tank being much
more rigid on the side opposite the corridor.
The piping team has been working on running the large diameter
air supply pipe and putting in pipe clamps and supports to other pipe runs.
Also in the tender frames some final work has been done to the TPWS conduit
runs. The OTMR sensor enclosure was weld repaired and has now been drilled for
the sensor bulkhead connection holes. The sensor bulkhead fittings have been
cleared of contamination and the sensors have been checked. All sensors seem to
be doing what they should but they will required formal calibration before
refitting.
The middle tender vacuum cylinder bracket was positioned and
the fixing holes were drilled through. The bracket has now been removed and the
holes are being machined for the screws that go through the bracket and hold
down the vacuum cylinder trunions. New screws have also been machined.
The lower vestibule support rod housings are being welded to
restore thickness lost to wear.
The first of the loco brake hangers has been rebushed and was
clamped to the borer table to examine its straightness, as when on the loco
some of the hangers appeared to be twisted. On the table compared to a large
square there was some misalignment between the end bushes but it was very small,
probably within tolerance. Attention then turned to the trailing pins in the
loco frames. These are harder to get at than the others and do show more wear,
probably being older. Due to the load on the pin they have worn out of shape
and this may be the cause of the apparent twist seen when the loco came out of
traffic. It has been decided to replace these pins as they are too worn to be
trued up and reused.
Work continues on the valve gear with the finishing the fitting
of the pin in the reverser column crank. At the other end of the rod the
lifting arms and nuts have been cleaned up by dressing out as much of the
surface damage as we can without excessive removal of material, or character.
The leading pins on the radius rods have also now been fitted and he is now on
to the combination levers.
Work on the slidebar bolts continues with the right side being
worked on.
The big end bearing pattern has now been received and was
promptly sent to the foundry. They are a little concerned that the pattern
won't give us enough material on the bore to machine to the dimensions we
need, so additional work will be required on the pattern before casting.
The strip down, clean and examination of the cods mouth door
operating gear continues.
At Llangollen the superheater header is now successfully fitted
and has been hydraulically tested in position. This means work can now commence
on fitting the superheater elements.
A full set of new tender hornstay bolts. 13 July 2019
Photograph: Darrin Crone
Tender hornstay bolts |
The tender frames are now painted to black gloss. 13 July 2019
Photograph: Darrin Crone
Tender frames painted |
The valve gear lifting arms, not at the correct angle, have now been
overhauled to accept new pins. 13 July 2019
Photograph: Darrin Crone
Valve gear lifting arms |
New pins have also been fitted to the valve gear radius rods. 13 July 2019
Photograph: Darrin Crone
New pins have been fitted |
The superheater header in place and being pressure tested on 16 July 2019
Photograph: Paul Aston
The superheater header |
A pattern has been made of the plates required for the top of the tender
front. 17 July 2019
Photograph: Peter Bracckstone
Top of the tender front |
The jig used to accurately identify the angle that the return cranks should
be set. 18 July 2019
Photograph: Richard Swales
Return cranks jig |
On the back of the dummy return cranks the distance from the wheel centre is
marked and the length of the crank from the centre of the pin. 18 July 2019
Photograph: Richard Swales
Dummy return cranks |
The marked dummy return cranks will be used as patterns for the machining of
the real return cranks to the correct dimensions. 18 July 2019
Photograph: Richard Swales
Marked dummy cranks |
12 July 2019
The coach has been visited by our CME and myself during the
last week in June. We were impressed by the quality of the work we saw at CTMS,
who are the contractors carrying out the work. One side of the coach has been
extensively re-skinned while the other side has been stripped back to metal.
This gives a striking before and after view. It has also shown how much more
extensive is the work required to the coach skin and structure.
Meanwhile at Llangollen progress has slowed due to difficulties
with sealing the superheater header. It is essential that the header makes a
good seal on to the front tubeplate as when the elements are fitted they are
only removable with a gas axe. So, the header has been plugged and mounted in
the smokebox, and hydraulic-ed. Under test a leak was found. The joint is now
being worked on to ensure a reliable seal is achieved. The job is made more
awkward as the smokebox is in place and the header has to be angled to be put
in or removed. A job made more difficult by all the plugs protruding from
the header. The smokebox also makes accessing the joint more difficul.
The tender bearings have now all been remetalled and machined
at contractors. The bearings are now at York and are being scraped to their
journals. LNER drawings show the back of the tender axleboxes were sealed
against the ingress of contamination with a rubber formed seal that was
clamped under a plate on the back of the axlebox and ran on the axle near the
face of the wheel. These are absent from our axleboxes. We plan to replace a
form of sealing, though made from flat sheet. Measurements of the required
seal have been taken and quotes for the material will now be obtained.
The last of the tender spring hanger bolts have now been
collected from contractors where they have been refurbished.
The steam heat valve that failed during the boiler test at
Llangollen, and the patterns for a new valve body, and the new valve guide
have now been sent to the foundry.
The tender pipework continues to make progress with a way
through found the tender frames for the main air supply run from the air pump
to the tender top tanks. This pipe is larger than the other air pipes so this
has been a challenge and will require some difficult forming. The pipe
previously ran through the cab and along the corridor. Elsewhere the OTMR
sensors have been removed from the sensor box and it has been stripped back
to metal. The box gland plate was removed, a new seal made and has been
sealed in place.
The cab pipework has now been removed leaving the cab floor
clear. This has allowed the floor to be finish painted. The reverser stand
has also been removed so that there is no chance of damage during the fitting
of the boiler. The pipework will also be left out until after the fitting of
the boiler to prevent possible damage. So the back of the loco is looking
like it did a couple of years ago.
The new cotters for the tender vestibule connection support
rods have now been finished. The bolts used to connect the rods to the end
face of the coach connection have been machined and the old nuts will be
reused.
All of the new tender hornstay bolts have been machined to
correct diameter, lathe threaded and the ends parted to length. They only now
require drilling for split pins. The tender frames are now receiving black
gloss.
All the new bushes for the lower tender pull rods have been
manufactured and a number now fitted. The tender handbrake refurbishment is
now being specified. The middle tender vacuum brake cylinder bracket has been
machined and is temporarily mounted in position. Work has begun on accurately
aligning it with the outer brackets and then the mounting holes will be
drilled through.
The loco brake hangers have previously had their old bushes
removed and the worn faces where the blocks are mounted rebuild with weld.
New material has now been obtained for rebushing the large bottom holes. The
trailing right hanger has been put up on the loco pin and it is being
examined for deformation.
The GSMR enclosure has now been painted to blue gloss as part
of the electrical systems overhaul. The new TPWS junction box at the front of
the tender frames has now been fitted.
Work continues on the fitting of the new tender front
platework. New steel has now been delivered to York. The front section being
replaced is formed of four plates and two of these are now in position and
being trimmed and drilled for fastening to existing structure. The staging at
the rear of the tender has now been moved to the right hand side of the tank
to allow the grinding off, of the remains of the streamlining where it was
welded to the top of the original 1928 tender.
The drop grate operating mechanism components have been
retrieved from store. They were given a clean, fitted in place and examined.
There is a plain bronze thrust bearing that will have to be replaced as it is
worn completely through.
The cods mouth operating mechanism has now been moved in to
the open, and is now stood on trestles in front of the loco. It is now being
cleaned and examined.
New pins have now been fitted to the lifting arms and the die
blocks have been machined to accept the new pins. The bearing faces in the
lifting arms required a little easing and this has now been completed.
The fitting of the new slidebar bolts continues with all the
hole gauging now complete. As all the final bolt sizes are now known they are
being machined and fitted.
A new, reproduction builders plate has been donated by Mr
Suter of York, who handed it over personally at York. It looks superb and it
is planned to mount it on the driver's cab side. Anybody wanting to
donate a new fireman's side plate?
The cab floor has been stripped out to allow the structure to be finish painted.
25 June 2019
Photograph: Peter Brackstone
The cab floor |
Pallets loaded with tender springs return from refurbishment on 25 June 2019
Photograph: Peter Brackstone
Pallets |
The coach stripped back to metal prior to skin repairs at the workshops of CTMS.
26 June 2019
Photograph: Richard Swales
Coach stripped to metal |
The coach side that has been repaired. 26 June 2019
Photograph: Richard Swales
Repaired coach side |
.Components from the drop grate operating mechanism awaiting painting on
3 July 2019
Photograph: Peter Brackstone
Drop grate components |
|