The Sir Nigel Gresley Locomotive Trust LtdSubscribe to 60007

Registered Charity Nº1079591

OVERHAUL 2015 - 2018

All the overhaul photos may be found here.

Sir Nigel Gresley is now out of traffic for overhaul. This will probably take three years and cost about £750,000. If you would like to make a donation towards this overhaul please click on one of the the donate buttons.

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Notes from information supplied by Darrin Crone, Locomotive Engineer.

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From January 2017.

19 February 2017

The RH buffer sleeve put in the lathe last week has now been finished. Very impressed by the result the LH was similarly treated. The surface skimming also involved restoring the internal radii that matches the back of the buffer head. After taking a couple of photos the ends have been taped up to protect them until refitted to the loco. We must thank Dan Holmes of the NRM for allowing us to put the sleeves on his treasured Holbrook lathe and operating the hydraulic copier to ensure accurate machining of the end radii. The buffer housings have backing plates that are screwed on to the housings. The threads on the housings have either been re-tapped oversize or have broken screws in the holes. This week the repair of the holes was started with the welding up of the oversize holes so they can be re-drilled and tapped.

The refitting of the steam sands filler pipes was completed this week. Like many parts around the engine they have been examined and repainted off the loco. Particular care was taken to ensure that water can't get into the sandboxes so new seals and packings have been fitted. Fitting also ensured that there is clearance around the pipes where they go through the frames to ensure no chafing in traffic. Very elegant they look too, much better than on another Gresley Pacific we have recently shared workshop space with, which has angular looking fabricated pipes.

The air pump overhaul began in earnest this week with the air pump being moved on to a bench where dismantling and examination began. Preliminary examination shows little apparent wear to the cylinder bores, but it is early days yet.

The countersunk rivets we need to finish the riveting of the splasher frame brackets were made this week. The long ones for the double frames were machined last week.

The saddle casting was "signed off" last week by our CME, subject to some minor repair work. This allowed the painting team to work on it. After a brief visit by the needle gun a coat of high temp silver was applied. The rear flange of the saddle has been left unpainted as there are numerous holes from fastening down the smokebox, not all used, so they will be welded up and re-drilled after the refitting of the boiler.

Meanwhile in the dragbox descaling has continued. Originally planned to be a final descale around the existing bolts to ensure a good base for the fitting of new nuts, the results have been so good that it has been extended to the entire dragbox casting. It is worth doing as the cleaner we can get it and then get it painted the longer it will last. The good surface finish will also now allow a more reliable di-pen examination.

The horn castings have now all been examined and di-pen tested with the last one completed on Tuesday. The painting team were straight on to the castings and they have now all been primed. Painting continued between the frames this week. On Saturday the repaired leading right hornastay returned to York and was refitted by our junior volunteers, The 007 Gang, under the guidance of our CME. With this refitted the leading left was then removed for repair.

A tested hornstay casting is given a final needle gun treatment before painting on 14 February 2017.
Photograph: Peter Brackstone.

Final needle gun treatment

The right hand steam sand filler pipe refitted this week. 14 February 201
Photograph: Peter Brackstone.

RH sand filler pipe refitted

The buffers with the reconditioned buffer sleeves. 14 February 2017
Photograph: Darrin Crone.

Reconditioned buffer sleeves

The top of the air pump. Normally mounted vertically it is laid horizontally on the bench for dismantling. The lubricator is normally mounted on the top cover and has been removed in the photo. 15 February 2017
Photograph: Darrin Crone.

The top of the air pump

The air pump lubricator removed from the air pump. The lubricator comprises three pumps. One pumps steam oil to the steam cylinder, air oil to the air compressor cylinders and to the piston rod glands. 18 February 2017
Photograph: Darrin Crone.

Air pump lubricator removed

The top cover removed. This is on the top end of the steam cylinder where the mechanism is located that directs steam to either side of the steam piston. Some of the components for this mechanism are laid out. 15 February 2017
Photograph: Darrin Crone.

The top cover removed

12 February 2017

All the footplate rivet holes have now been repaired and are ready for new rivets to be fitted, except one. The one outstanding hole is in the corner of a bracket which, though detailed as riveted on the LNER drawing, it is impossible to get a rivet of sufficient length in. The hole had a bolt in it welded to the footplate which was clearly not original. So it's a mystery how the LNER did it. The repaired holes have been drilled and countersunk back to the size detailed on the original LNER drawings.

We are now ready to fit new bolts to the dragbox and new nuts to the existing bolts. Suitable washers to match the full size Whitworth nuts were finally delivered this week, too late to be fitted. In preparation the top of the dragbox was cleaned and the needlegun used to remove scale from around where the new nuts will be fitted.

Painting continues with the frames in front of the cylinders on the outside being primed. The Paint Team has also painted the front bufferbeam. The front coupling hook housing was removed again this week and was painted. The housing shows wear, which is to be expected. This will have to be measured to examine if the wear is acceptable or requires repair. The inner sleeves of the front buffers are now being examined and refurbished to remove the decades of wear they show. The first one was put in the lathe to check for straightness and front section carefully was skimmed to remove surface marks and impact damage.

The exhaust silencer for the air pump was inspected then primed this week. The drain valve on the bottom of the silencer was stripped, cleaned out and examined. On the subject of examination, five of the six coupled wheel horn castings were inspected. The painters will be pleased to know that these can now receive their attention.

The splasher bracket rivet holes in the frames were finished countersunk with a special tool made by the Engineering Team. It worked very well and the finish of the holes is now suitable for the fitting of countersunk rivets. The rivets will have larger than normal countersunk heads so have to be specially made. The longer rivets for the brackets which are attached to the double frames were made on Saturday.

The middle cylinder cover holes received a final clean out this week, now that all the studs have been removed. They have all been inspected and are in good enough condition for new studs to be fitted.

The overhaul of the air pump began this week, after extensive cleaning over previous weeks. Engineering Team volunteers have done a great job in information gathering and we have photographs from the last overhaul. This week it was decided that we must first find a spot in the workshop where we can dismantle the pump and layout parts without them being disturbed, so an area was identified and agreed with the workshop management. The area will be cleared and the air pump moved.

The outside of the front section of frames have been inspected and receive a last prep by Alan Pitt before painting. 7 February 2017
Photograph: Peter Brackstone.

Front frames section inspected

The frames in front of the cylinders are primed. 7 February 2017
Photograph: Peter Brackstone.

Frames primed

The front bufferbeam primed this week. 9 February 2017
Photograph: Peter Brackstone.

Front bufferbeam primed

The horn castings were examined for cracks this week. The top corners are areas likely to be affected by fatigue cracks. The casting surfaces are rough and careful inspection is required. Inspections are always carried out by two people to ensure nothing is missed. This is the right leading horn casting viewed from inside the frames. 10 February 2017
Photograph: Darrin Crone.

Horn castings examined

The inner left hand buffer sleeve in the 1946 vintage Holbrook Model B No.21 lathe, in the NRM workshop. The wear to the front of the sleeve that projects from the buffer housing can be seen. 10 February 2017
Photograph: Darrin Crone.

Inner left hand buffer sleeve

Not mentioned in the report but Bob Shearman has fitted new gaskets to the steam sand box top flanges. The filler pipes with new packings are being refitted. The left hand pipe was refitted this week. 10 February 2017
Photograph: Darrin Crone.

New steam sand box gaskets

5 February 2017

The last two middle cylinder cover studs were removed this week using the drilling jig. The jig has proved to be very effective in directing the drill down the centre of the stud accurately. One of the final two stud threads was actually removed intact. The stud holes now need cleaning out and new studs can be fitted.

One of the most noticeable changes to the appearance of the loco this week was the silver priming of the outside cylinder castings. Its certainly eye-catching. The Painting Team continued work around the footplating but also putting gloss top coat on to the air pump bracket.

The mechanical lubricators, axlebox and cylinder, were returned to the workshop from storage this week for overhaul. They had been cleaned before putting in store but they have required some further attention this week when the ratchet mechanisms were opened as they are packed with grease. Wear to the pawls is evident, to be expected. Both sets of pawls will be carefully refurbished to ensure future correct operation.

The dragbox spotfacing continued this week. It was difficult to get a good finish on a couple of the holes so a single point cutter was made and did a good job of leveling the spotface on the remaining holes. A spotface cutter mounted abrasive disc was also made to give them a final polish. The sharp edges of the holes were removed on Friday and we are now ready to fit new bolts.

While priming continues on the footplating we have also been removing the remaining loose rivets and welded up bolts in the footplating on the left hand side. Loose rivets and bolts left in place wear their holes and countersinks meaning when removed the holes need work to repair them before we can fit new fasteners. Some have been redrilled and worn so much over the years that they require welding up and remaking. Some of the holes were welded on Saturday.

This week the steam sandbox lids were refitted with new chains. A new eyelet for attaching the chain to the right hand lid was copied from the remaining one in the left hand, which looks to be part of the original lid. Also this week a new stud was made for the trailing right brake hanger bracket. The old stud was too short to take a full nut and be pinned, and when removed from the frames the stud was substantially shorter than the other studs used for securing the brackets.

The last sections of mainframes were inspected this week prior to painting. Careful inspection was made around the leading sections of the frames and front bufferbeam, where the loco may suffer from impact damage. No defects were found. Still on the subject of frames the horn castings are being subject to detailed inspection. The inside top corners, where the horn liner lubrication is introduced was detail cleaned and the lubrication pipe bushes were removed and oil ways cleaned.

The left hand cylinder casting has received a coat of high temperature primer. 2 February 2017.
Photograph: Peter Brackstone.

LH cylinder casting primed

The room for the painting bench was squeezed as Flying Scotsman needed more room for its reassembly. 2 February 2017.
Photograph: Peter Brackstone.

Painting bench squeezed

The outside of the frames in front of the right hand cylinder was inspected in detail this week. The cutout for the conjugated valve gear is shown in the picture. It looks like when the cut off was increased and more valve movement was required the cutout was made bigger by the use off a gas axe. 2 February 2017.
Photograph: Darrin Crone.

Outside of the frames

The front section of frames is now receiving primer. The vertical rows of nuts secure the leading flanges of the outside cylinders. 4 February 2017
Photograph: Darrin Crone.

Front section of frames

The overhaul of the mechanical lubricators has begun. 4 February 2017.
Photograph: Darrin Crone.

O/haul of mechanical lubricators

The middle cylinder cover stud drilling jig allowed accurate drilling out of the core of the studs leaving the thread behind which was pulled out intact. 4 February 2017.
Photograph: Darrin Crone.

Thread left behind

29 January 2017

The boiler was visited this week at Llangollen by our CME, Richard Swales and myself. At Llangollen we met with our Engineering Team volunteer Paul Aston. Paul is doing a great job of interfacing with the Llangollen Engineering Team and provides weekly reports and photographs so we are very well informed of progress. During our visit we also met with our boiler insurance surveyor, the Llangollen Railways's head of engineering and their boilersmith.

Work on the boiler is now well underway and it has been moved in to the boiler shop, from the main workshop area, where work was initially being carried out. Sections of the outer wrapper and outer doorplate have been removed and stays drilled out. Some of the stays are at maximum size now so the holes will require welding up. As you may know each time a stay is replaced it is normal practice to increase the size of the hole as the threads need to be cleaned up to ensure a good fit between plate and stay. So as a boiler is re-stayed during its life the stay threads get bigger. This is permissible up to a certain maximum size at which the holes need to be closed up, normally welded, and remade.

Work on the boiler has also included progress with the removal of the firebox tubeplate. The tubeplate is secured with patch screws and has been seal welded in. The weld and patch screws are in the process of being removed. After visiting Llangollen Richard Swales and I went to LNWR at Crewe to see work on our new copper tubeplate. The tubeplate has been cut out from plate and has been machined to reduce the thickness of the flange, as specified by the manufacturing drawing. It is now ready for forming. On our visit it was on the former ready to be shaped.

While considering progress away from York, we have been in contact with our wheel repairers at Buckfastliegh. Work progresses on the wheelsets with the bogie wheels being on the lathe with further machining to remove the lining plates while the coupled wheels are receiving some repair work.

At York work continued with the removal of the middle cylinder studs. There are only two studs remaining that will require cutting off before they can be drilled out. A guard has been made to go round the studs to make sure when the studs are cut the face of the cylinder casting is protected. Also competing for space near the middle cylinder work continues on preparing the steam chests for final inspection and the fitting of new valve liners.

Reaming and countersinking some of the spring bracket rivet holes was completed this week, now that the reamer we needed had been sourced. All the spring bracket holes are now ready for riveting.

Work resumed at the dragbox this week. It took weeks of effort to manually ream out the dragbox holes but the uneven surface around the holes is unsuitable for tightening a nut onto when we fit new bolts. It was decided that the holes needed spotfacing. This is cutting a flat surface around the bolt holes with a special cutter. After discussing this with one of the volunteer Engineering Team members last week he brought in a spot face cutter mounted on a spindle that he had made in his home workshop. A close fitting bush is fitted in the hole and the spindle runs in it keeping the cutter square to the hole. It was used this week and three spotfaces were cut. It's another slow process due to the space only allowing a small electric drill to be used.

Painting this week continued on the frames and black gloss has been put on the mechanical lubricator bracket ready for the lubricators to be refitted. Further prep work for painting around the front right footplating managed to loosen a few more footplate rivets. The burning gear was out this week and a few more loose fasteners were removed that were identified for replacement. The holes are now being prepped for new rivets.

The air pump cleaning was declared complete this week. We will now begin to dismantle the pump and begin its repair.

The last of the hornstays were removed for inspection this week. The leading right was removed last week but needed more work so was removed again this week. When the leading left was removed that also needed a considerable amount of tidying up. Both the leading hornstays seem to have had a very hard life so it has been decided that both should be removed and will receive further repairs.

A view across the back of the boiler with plate removed exposing the foundation ring. 25 January 2017
Photograph: Darrin Crone.

Foundation ring

The outer wrapper side sections have been removed exposing the foundation ring and the copper sides to the firebox. 25 January 2017
Photograph: Darrin Crone.

Outer wrapper sections removed

Work continues on the removal of the firebox tubeplate to the left of the photo. The patch screw heads are removed and the sealing weld with the tubeplate edge to the patch screw. The patch screw is then removed. This careful removal is required to prevent damaging the combustion chamber copper plate below. 25 January 2017
Photograph: Darrin Crone.

Removal of the tubeplate

The boiler has been moved in to the Llangollen boiler shop. 25 January 2017
Photograph: Darrin Crone.

Boiler in Llangollen boiler shop

The new tubeplate is sat on the former at Crewe on 25 January 2017.
Photograph: Darrin Crone.

Tubeplate at Crewe

A view behind the front bufferbeam. The frames in this area are now receiving paint. White undercoat has been applied to the plates above the central disc which is the end of the spring assembly for the front coupling hook. 25 January 2017
Photograph: Peter Brackstone.

View behind front bufferbeam

The leading right hornstay. The bright edge nearest has been dressed to remove decades of impact damage from fitters removing and refitting the hornstay to the frames. With a clean smooth, surface a reliable examination can take place and the danger of future cracking is reduced. 26 January 2017
Photograph: Darrin Crone.

Leading right hornstay

The last of the spring bracket holes is reamed with the magnetic clamp drill loaned to us by the NRM on 27 January 2017.
Photograph: Darrin Crone.

Spring bracket holes reamed

The spotface cutter has a pilot spindle that keeps the cutter square and central to the reamed hole. Unfortunately the confines of the dragbox prevents no more power being applied than a 10mm chuck drill.< 28 January 2017br /> Photograph: Darrin Crone.

The spotface cutter

Two holes have been spotfaced and are nearly ready for new fitted bolts on 28 January 2017.
Photograph: Darrin Crone.

Two holes have been spotfaced

Spring bracket holes finished reamed and countersunk ready to receive new rivets on 28 January 2017.
Photograph: Darrin Crone.

Two holes finished, reamed
and countersunk

22 January 2017

The main activity of the week is the continued painting of the frames with the inside of the frame plates receiving their first coats of primer. Paint is also now being applied to the underneath of the footplating and angles. In front of the painters there has been plenty of needle gunning and cleaning to be done. The last couple of footplating fractures were welded up this week. To the side of the frames the air pump is being cleaned inside and out.

The buffers were taken apart this week by carefully removing material from the inner buffer to allow its removal from the outer housing. With these parts separated they were then cleaned out of the thick accumulations of grime that had collected and they will now be reconditioned before reassembly. The buffers have backplates that fasten to the back of the buffer housings. The fixing holes were cleaned out and re-tapped. Broken studs in the buffer housings will require removal to allow the backplates to be refitted.

The frame plate to the rear of the left hand cylinder casting, that was hidden behind the left hand leading sandbox, was "di-penned" this week. After detailed inspection is was declared defect free and was then primed. All the outside of the mainframes up to the cylinder castings have now been primed. Further areas subject to flaw detection this week included the brake hanger brackets. These were given a final clean and the test fluids applied. No faults were found.

Reaming of the spring bracket holes where loose rivets were removed from the frames has been carried out intermittently over the last few weeks. It has been difficult to obtain an acceptable finish to these holes as they have been welded up in the past and no matter how hard we try the adjustable reamers leave "chatter" marks due to the uneven hardness in the holes. This week Malcolm Bateman used the mag-drill with machine reamers and a number of holes were finished ready for new rivets. We prefer to use an adjustable reamer as it removes less material than having to increase a hole size up to a fixed size reamer. The worn fitted bolts that secured the frame stretcher that holds the vacuum lock were replaced this week. New bolts were finished machined and have now been fitted.

The horn cutout of the trailing right hand at one of the top corners was found to be quite roughly cut. This is historical, however this is also a highly stressed area on the frames so to remove any potential crack initiators the area was carefully smoothed.

The steam chests, where the valve liners were removed, have been cleaned of carbon deposits. These areas were previously made inaccessible by the liners. Careful cleaning is required to ensure a good fit from the new liners, this work will continue. Measurements have been taken and it appears these confirm no change from last time the liners were replaced. Quotations are now being sought for the supply and fitting of new liners.

The removal of the middle cylinder cover studs continued this week. A drilling jig has been constructed to accurately drill out the remaining studs. The jig worked exactly as planned and we were able to drill out a stud to tapping size and to remove the remnants with the point of a scriber.

The hornstay removal and inspection was continued this week with the leading right hand. This hornstay seems to have received quite a battering over the years so a considerable amount of time had to be spent in cleaning up the burrs from its bottom outside edge. The burrs were ground off then the grinding marks were removed to give a smooth finish. It was then visually inspected and decided that it would require further work, however so as not to leave the frames unsupported the hornstay was refitted and it will be revisited next week.

The buffers have been dismantled and the inside cleaned out. Bob Shearman cleans out the buffer housing and in front is the inner buffer. 17 January 2017
Photograph: Darrin Crone.

Buffers dismantled

The middle steam chest has to be carefully cleaned so that the sealing surfaces are not damaged. Andy Barwick happy in his work is the capable pair of hands entrusted with this job. 17 January 2017
Photograph: Darrin Crone.

Middle steam chest cleaned

The brake hanger bracket during inspection. An isolated unpainted component. 17 January 2017
Photograph: Darrin Crone.

Brake hanger bracket

Peter Brackstone paints while Daryl Nichol prepares a section of brake hanger bracket for further examination on 17 January 2017.
Photograph: Darrin Crone.


The drilling jig used for removing the middle cylinder studs accurately worked first time. Tony Bickerstaffe who was responsible for its design and construction, fastens it it place on 17 January 2017.
Photograph: Darrin Crone.

The drilling jig

A general view of the progress made in painting the frames. 19 January 2017
Photograph: Peter Brackstone.

General view of frames painting

The elegant sweep of the footplate is brought out by the painting of the footplate angles. 19 January 2017
Photograph: Peter Brackstone.

Tlegant sweep of the footplate

Tom Crone machined and fitted new bolts to the vacuum clutch stretcher. The top and lower two are new and have been produced to be a match to the original three that remain in place. 21 January 2017
Photograph: Darrin Crone.

Vacuum clutch stretcher bolts

15 January 2017

Battle recommenced on the removal of the middle cylinder cover studs. Though slow, we are making progress with, by the end of the week, one full stud left, however there are a small number that have broken and will require drilling out. Of course the broken ones are the most inaccessible ones. The Engineering Team is now working on the design of a jig to ensure accurate drilling of the broken studs, as we cannot risk any damage to the cylinder casting by wayward drilling.

We haven't worked on the bogie for some time as the Engineering Team has been fully occupied on the the loco frames. In the meantime the bogie had been moved to allow Rocket's boiler to be placed where it could be dismantled for overhaul. Where the bogie was moved to was unsuitable for further work. However, with the removal of some of the racking from the workshop we identified an area where we could put the bogie and work on it. With the agreement of the NRM Workshop Manager, a trio of Engineering Team Leaders skillfully moved the bogie frames to where we have plenty of room to recommence work.

Painting has continued this week with primer being applied to the main frame plates for the first time this overhaul. In front of the painters other team members have been attending to any prep work prior to painting. With the removal of the buffers this has required descaling and cleaning around the buffer housings and the bufferbeam itself.

The front buffers carry some damage from an historical heavy shunt. They are fully serviceable but can't be fully dismantled for cleaning and inspection. So this week the repair of the buffers and careful dismantling began. Whilst at the bufferbeam the removal of the left hand buffer has allowed the replacement of a loose rivet identified during the frame survey. This was replaced by the Riveting Team on Friday. At the same time a rivet was replaced on the bufferbeam to mainframe bracket behind the same buffer.

At the dragbox, reaming was completed this week. Well done to everybody who has taken a turn on this job. A magnificent result has been obtained all by hand, in an inaccessible location. We also used the magnetic clamp drill for reaming this week to clean up some holes that were very close to available machine reamers that the NRM loaned us. The fitted bolts for the reversing shaft vacuum clutch were roughed out on Saturday but require final machining and fitting.

Next to the frames, cleaning of the air pump and preparing it for overhaul continued with the strainers and cladding being removed and cleaned.

The inspection and assessment of the hornstays continued this week with the centre/driving hornstays. Both were dye-penetrant inspected and were found to be flaw free and were then refitted to the engine. Further inspection work this week was carried out in the steam chests where the valve liners have been removed. This critical area requires careful assessment as the new liners have to be a good fit. After assessment it will be decided if any reconditioning of the casting is required.

The front left hand buffer was removed last week by the "007 Gang". At the upper corner of where the buffer was can be seen the removed rivet which was replaced this week. 7 January 2017
Photograph: Richard Swales.

LH buffer removed

The painting of the outside of the main frame plates was started this week. Will Morgan makes a start with final wipe over before applying the primer on 11 January 2017.
Photograph: Peter Brackstone.

Painting main frame plates

Gloss has been applied to frame stretchers. A view looking forward from where the firebox is normally located. 11 January 2017
Photograph: Peter Brackstone.

Gloss applied to frame stretchers

Primer on the outside of the left hand frames. 11 January 2017
Photograph: Peter Brackstone.

Primer on outside LH frames

A view of the right hand frames now primed from in front of the Cartazzi to the cylinder casting. 11 January 2017
Photograph: Peter Brackstone.

RH frames now primed

8 January 2017

The dragbox reaming continued this week. This has turned in to a time consuming job as there are a number to do and they are deep holes. I must thank the patience of those taking their turn with this job. On Thursday I examined the results so far and I think the end is in sight.

Painting continued this week with primer now being put on to the forward sections of the inner and outer Cartazzi frames. Elsewhere the Painting Team has applied further coats to the large "+" stretcher and continued on the footplating. The footplating has also seen the attention of the welder. As previously reported the footplating has cracked in service and is being welded up. The right hand side is now complete and some prep work has been done to the left side.

The footplating has also seen the replacement of the loose rivets around the brackets where the splashers are secured. The loose rivets were identified during the frame survey and were then removed. On Friday the Riveting Team replaced the rivets on the long angles that fasten the outside of the leading splashers to the footplating. The frame/splasher brackets were also re-riveted, where we could access them. There are a number that are inaccessible with the set up we have but we have a plan.

The valve liners were removed before Christmas and the steam chests now need cleaning out and preparing so that we can take measurements in preparation for ordering the replacements. The right hand steam chest has now been cleaned out. Later in the week cleaning of the air pump continued, one of the most difficult items to get clean due to its complicated shape.

The Engineering Team is now removing the hornstays to assess their fit and to examine them for damage and cracks. The trailing set were removed and after cleaning were "di-penned". After detailed examination they were declared free from defects. They were then refitted. Their fit is good so they should not require any work, though it has been decided to fit new securing bolts at this overhaul.

On Saturday we had a productive "007 Gang" (Junior Volunteers) working day. Both buffers were removed and dismantled. A start was made on cleaning the components and the buffer housings on the loco.

The trailing right coupled wheel hornstay. It has been thoroughly cleaned and sprayed with dye penetrant fluids to show up any surface defects. 5 January 2017
Photograph: Darrin Crone.

Trailing coupled wheel hornstay

Not mentioned in the report but testing and examination of the mainframe plates continues. This is the right hand side to the rear of the cylinders. 5 January 2017
Photograph: Darrin Crone.

Mainframe plates test & exam

The trailing left coupled wheel hornstay is examined by Phil Slater on 5 January 2017.
Photograph: Darrin Crone.

Trailing coupled wheel hornstay

The hot rivet is passed through the hole in the frame and is held up, then hammered down into the frame countersink by Mick Robinson. 6 January 2017
Photograph: Trevor Camp/SNGLT.

Hot riveting

The rivets are heated in a mobile hearth near where the riveting is taking place. As we are only replacing rivets in odd locations, spot riveting, they are heated individually. 6 January 2017
Photograph: Trevor Camp/SNGLT.

Mobile hearth

Rod Thomas resumed cleaning of the air pump this week. 6 January 2017
Photograph: Trevor Camp/SNGLT.

Cleaning the air pump

A member of the "007 Gang", our Junior Volunteers, with the components that make up the buffers that they had just removed. 7 January 2017
Photograph: Darrin Crone.

Buffer components

A view where the right leading coupled wheel is normally located showing new rivets in the frame and in the long angle under the footplating. 7 January 2017
Photograph: Darrin Crone.

New rivets in the frame
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