LOCOMOTIVE ENGINEER'S REPORTS
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.
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| Overhaul Reports 2015-2022 | Return to Home Page | |||
From January 2026.
2 April 2026
The old safety valve gaskets were scraped off the boiler pads and the stud shanks cleaned down to the pads. The studs had previously been die-nutted. New gaskets from stores were fitted, then with the help of the LNWRh boilershop, the safety valves were refitted.
While on top of the cab, the spine screws for the right cladding panel immediately in front of the cab were removed. The bracket under the cab roof that clamps the panel was also loosened. This allowed the panel to be lifted further to repair the lower edge screw holes. The panel was removed and then some more needle-gunning was done to the exposed crinoline. The removed cladding bracket from below the running plate was painted.
We fitted new cab seat cushions last year and the old ones were given to LNWRh for refurbishment. They have now been returned and will be put in store.
Behind the removed cladding panel run the trunking for the cylinder drain cock Bowden cables. It was noticed than when one of the old cladding screws was drilled out, that the drill contacted the conduit. So, it was decided to clip the conduits clear, which will also positively locates them. A clip was made.
One of the defects we have been running with is the steam heat safety valve lifts early. In the cab when running it can't be heard, so it is important to get it set right to the red line on the gauge. The valve was removed from under the tender buffer beam. The cap was removed from the valve and a tool made to adjust the setting nut inside.
Along the lower edge of the removed cladding panel 4 new rivet nuts were fitted, and a new rivet nut for the cover that hides the bottom of the first boiler band. The old ones were quite corroded so it might be a good idea to get some stainless steel ones for the next time they are replaced.
Meanwhile the boiler doors and plugs were refitted by boilershop, and we filled the boiler with treated water. A warming fire was then lit ready for steam testing the next day.
Under the coach a couple of pipe clips were added to the gas and steam heat small tubes as they were long unsupported runs. An unused tee and valve were also replaced by a straight connector.
Early next morning the loco was re-lit for the steam test. When we had enough steam, the steam heat valve was refitted and adjusted. As the steam pressure increased the safety valves were adjusted by LNWRh. The fire was then worked down and the boiler filled.
With steam, the firebox front right lap patch screws were caulked, while the inside of the cladding panel now removed, was painted to undercoat
Next day was the annual insurance boiler exam, which went well with no issues identified. The patch screws needed a little more caulking early on, but remained dry and tight for the rest of the day.
The inside of the cladding, Bowden conduits, brackets etc, all received another coat of paint.
After filling the boiler the tender was filled with treated water.
The next week started with the fitting of a new coupled spring to right driving wheel. A procedure now well practised. The hanger hole had to be opened up so that the hanger pin would fit through. It's not unusual to have some fitting issues with a spring. The removed broken spring was pressure washed and put on a pallet ready for putting in store.
We had planned to completely weigh loco and tender, as on the next road the weighing gear was set up for 6024. To ready the loco for weighing the Cartazzi and coupled hanger locking plates were removed.
In the smokebox the primary spark screens were replaced so that the annual smokebox examination could be signed off.
The electrics were isolated as it was planned to weld repair the crack in coupled horn R4.
The cladding bracket for under the running board that had been painted, had it's threads chased, then it was refitted.
We were then informed that it wouldn't be possible to weigh the loco, so the spring hanger locking plates were refitted. Some of these plates are on studs, which really do get in the way when adjusting the springs. The coupled ones have screws but were originally studs. So, it was decided we should use screws elsewhere, so while the plates were off, the studs that would come out by double nutting were replaced by screws. The studs that wouldn't come out have a reprieve for now.
Sections of firebox insulation removed with the cladding were replaced with new and then the cladding below the running plate was refitted. The pyrometer capillary that runs over this cladding was re-secured.
The firebox cladding panel was replaced, requiring all hands. When in place, the safety valve shrouds were fitted and the safety valve cover. The clamp under the front of the cab for the cladding panel can't be accessed with the safety valve cover on.
With the firebox throatplate cladding panel also in position the first 2 boiler bands were pulled down. The cover over the end of the first boiler band was refitted, and then the handrail was refitted. Some filling was done to cover damage from removing and refitting the cladding ready for patch painting. The radius piece on the throatplate boiler band was welded on to the running plate by LNWRh, after the R4 horn crack was welded.
In the office, with the annual exams completing, our records were updated.
Back at Crewe we prepared the loco for it's run over Shap to Carlisle. The warming fire was lit while the axleboxes were oiled.
The single axle weighing gear was set up on the driving wheelset to check the loading after the new spring was fitted. The wheelset was weighed and didn't need any adjustment to show the weights before the spring was changed.
After last weeks welding, the electrics were reconnected, tested and the loco put on charge.
Next day was prep and FTR day, so we continued to clean and prepare the loco. As we had been through annual examination over winter we didn't need a full FTR, but was subject to audit. This required injectors, sands and brakes be examined. The left steam sands didn't appear to be delivering as much as the right so the traps was cleaned out which improved matters. The steam nozzles both sides were also removed as we have had them block before. The left always seems to be a bit lighter than the right but the nozzles appear identical.
Next day was our run to Carlisle. The fire was re-lit and when we had pressure the air pump was started. We got a blow from the rear drain which would normally seat quite quickly. There did seem to be a lot of water about with drains running for sometime. After a while and still blowing, the drain was removed and we put it on the bench. It was opened up and look clear, but the seat was lightly lapped and the valve refitted. That seemed to sort it, though the seat and valve looked clean and unmarked when examined.
The run went very well, a relief after having all the rods off this winter and a re-metalled coupling rod bush with zero miles on it. At Upperby the left oil box under the second hatch had a lot of water in. It was siphoned out, the trimmings cleaned and the pot refilled with oil. The pot was examined again when we got back to Crewe and it was dry.
Immediately after the run back on shed, the oil levels were recorded to check the performance of the new lubricating felts. Bearing temperatures had been taken during the day. All seemed fine.
Next day the final smokebox and firebox examinations were carried out and the completed paperwork handed to the LNWRh engineering office. We found some leaking rivets around the firehole door which were soon dealt with. The tender was topped up. We were up the yard so only had access to a smaller hose so we didn't manage to fill it, as we normally like to leave it full.
As we used a LSL support coach we took all our gear back to our coach as the LSL coach was required for another job. After returning our gear and leaving the loco safe, we went home.
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13 March 2026
The left coupling rods were lifted and put on blocks near the crank pins, and then with some LNWRh personnel they were lifted on. The leading coupling rod cap was fitted while the speedo crank was put on. The gudgeon pin was dressed where it had worn a step on the little end bush. The felts were fitted in to connecting rod and it was then lifted in to place. The rod wouldn't easily go on to the crank pin as it had caught the edge so the felt, so it was chamfered and the rod then slid on. The driving crank pins were made last overhaul to the BR drawing, however we have since found an additional drawing that details that all crankpins should have the outside corners machined to allow felts to slide in gradually. Something to remember for next time.
The little end was then lifted in to the crosshead. The gudgeon pin entered over the felts but the nose of the pin wouldn't enter the crosshead arm. We tried a couple of times and eventually removed the gudgeon pin and measured the pin and the hole in the crosshead arm. The vertical height in the hole was smaller than the pin. The welding of the crosshead must have distorted the hole. So, the hole was opened vertically to allow the pin to enter. It has to be a good fit, as the oil way from the crosshead oil box meets the gudgeon pin oil way to the little end journal surface, which is higher than the gudgeon pin where it goes through the arm. The pin was tried in as the hole was opened up until it just entered. The surfaces were blued to see the contact area, and blue was seen around most of the oil way slot in the gudgeon pin.
The pin was a tight fit and needed knocking in and the nut was flogged up. The nut didn't seem to flog up like the other side so a little concerned we planned to remove the pin so that the taper contact surfaces between the pin and crosshead could be examined, as if the arm hole was distorted maybe the tapers were.
Meanwhile the M8 stand cover was refitted.
The left return crank was put up and pinned to the expansion link. The left union link was also put up on the crosshead arm. The old return crank taper pin was bent when being removed, so a new pin was taken from our stock and measured up for cutting down to fit. At the last overhaul we had special taper pins made for some places on the loco as standard pins no longer fit. As drawing we normally split the end of the return crank taper pins, but on other locos, like 60532 the pins are left sold and are cottered. This makes them much stronger when driven out and much more likely to be able to be reused.
With the new pin marked for cutting down, the old pin was put back in temporarily to keep the hole plugged during shunting.
As we were due a shunt, the re-gapped middle piston packings were temporarily put back in. The loco was generally oiled round for the shunt, but mainly as the loco had been drained for the winters lubrication exam. After the shunt the lubrication and journal exam continued with the trailing coupled axleboxes.
The left return crank bolt lock nut was fitted and flogged up.
In the cab the handbrake shaft was painted. The painted shovel plate upstand was put back in the cab and the shovel plate refitted.
With the new lower gauge frame nuts finished they we fitted, complete with new glasses, and the gauge frame plugs refitted. New glasses and rubbers (seals) were put in the spares box kept on the loco in the lamp cupboard.
With the loco being shunted to the top of the yard to make way for other shed activity, we spent the day straightening the grate support beam deformed by heat. The right hand end, most effected was cut off, straightened and remade with a new piece of plate to make an end stop for the end firebar. A wasted spacer piece at the left end was reinforced by drilling the beam and putting in a new bolt. A wasted countersunk rivet at the right end was burnt out and replaced by a bolt. The countersunk rivets were fitted to clear the drop grate, but fortunately when we fitted the beam the nut on the bolt is clear, though we better keep an eye on it.
In the home workshop the left return crank taper pin was machined to shorted it and a cross drilling put in for the cotter. Eight buttons were also machined to act as clamps for the planned grinding of the middle piston packings.
Back at Crewe the left gudgeon pin was removed, and the contact on the tapers examined. The surfaces were blued and the contact looked OK, but it was decided to lap them a little to clean them up and ensure good contact. When happy, the pin was refitted and the pin nut flogged up, and the cotter fitted and split.
The new left return crank taper pin was fitted and cottered. The return crank bolt and crosshead arm/union link pin were cottered.
As part of the annual lubrication exam the axlebox lubricator was drained and the sieve cleaned. After draining the drain plugs were refitted.
The grate support beam was refitted. Two new long studs were made up to secure the short firebars either side of the drop grate. The rest of the grate was then fitted. A considerable number of firebars are now quite rounded and worn so we'll have to have a change out and put in a good number of new firebars soon.
The pressure gauges we collected from the calibration lab and we refitted them in the cab. The sealing washers were annealed then the pipe connections were remade.
The''t been done since reassembly.
The buckeye pin with its drop end was freed off as it had been sticking and not fully dropping.
The middle piston packings were removed and put on the Lumsden grinder. They then had their end faces ground. One ring was fitted with a new C spring as the old had lost some tension. The horns on the packings were filed to ensure clearance on the springs.
After the recent welding the GSMR was reconnected and tested.
The middle little end oil pot was refitted and filled with oil. While up in the frames a clip on the left frames holding the left cylinder lubrication pipes was found loose. The pipes in the clip had been moving and there was some wear to them so it was decided to re-clamp them with rubber.
The primary spark arrestor screens were refitted. While in the smokebox chains were fitted to the spark arrestor basket as LNWRh suggest this may prevent future blockage.
Also in the smokebox the insulation wrapping to the lubrication pipe to the middle steam chest had worn through so it was re-wrapped, then given a fixing coat of high temperature paint. The door bar was refitted and the door secured.
The right chain that supports the lower cod's mouth door has never been very tight, so really only the left chain has supported the door. The ring on the right seems to be elongated so it was heated and returned to round to take some load. It also looks a lot better. After heating the chain it needed repainting.
The journal and pad exam continued with the driving set. The underkeep plates and sealing dust ropes were refitted and the studs holding the plates on the underkeeps cottered.
During the lubrication exam a number of trimmings were condemned so new were made and put in to soak for the weekend. The left side button exam was completed.
The OTMR was reconnected and was tested.
The week at Crewe finished the drop grate gear on the floor of the cab being cleaned out.
The following week we were rostered to be standby loco for 60532. We had to be ready to go up until 60532 had left shed, so it was a full prep. The first job of the week was to fit the trimmings left to soak over the weekend. The combination lever tops both sides, crosshead arm both sides, right radius rod button and expansion link buttons both sides, all received new trimmings. All the button and oil pot caps on the rods were checked for tightness. Each of the axleboxes were given a full two pint oil can and all the pinning and bolting was checked. The siphon boxes were half filled to restart the dried siphons.
The only thing left to do on the lubrication exam was the middle slidebar oil pot. This was cleaned out. The siphon tube in the pot was leaning to one side so I pushed it back toward centre to find it was loose. I then found it screwed out. The original arrangement was for the oil pot to be fabricated and the central siphon tube to be screwed then welded in. The pot was reassembled and a defect noted.
The top of the boiler left side was cleaned and the loco moved outside for lighting up. The two leading coupling rod caps were cottered.
A new washer was machined for the left expansion link motion pin. The old was contacting the return crank rod and stopping the pin from being free in all positions. The new washer was made stepped to clear the rod.
The brakes were adjusted, the axleboxes filled and the sand boxes checked. The gravity sands were tested. A warming fire was put in.
Next day was our FTR. The fire was brought round. The usual prep and testing were done.
The FTR found a loose nut on the AWS receiver carried bracket. These are standard nuts clamping rubber bushes so are prone to loosening. We decided to fit a locking nut so fitted nyloc for now with the intention of using Philidas when we purchase some. A loose lock nut was also found on the inside of the left buffer fairing. This was tightened.
60532 also passed its FTR but we had to leave a warming fire in 60007 for next morning.
Next morning 60007 was fully prepared to go, however 60532 went to work its train. With the loco being in steam it was decided to carry out all our annual steam testing. So, the air system and brakes were thoroughly checked. In the early afternoon we were finished so the loco boiler was filled and the fire worked down to provide slow cooling, or a warming down. As the loco was to be left outside for the next couple of weeks in the February weather, the bright work was rubbed over with grease.
In the office the standby job was documented for SNG. Also while in the office LNWRh rang to let us know there was steam rising from the bottom front right of the firebox. We've seen a little from time to time, but the boilershop decided it was about time we investigated further.
Over the weekend the boiler was drained down for our washout and cold boiler exam. The firebox inside was cleaned, and the safety valves were removed for their annual exam, after the cab cover and safety valve shrouds were removed.
As we were dropping the fire and setting up for washout the tender bufferbeam and emergency shackle were cleaned as this is well out of the way.
While the engine was washing out and we could get access, the right hand rail over the firebox was removed as it was decided to remove the right firebox cladding to access the area of concern. The boiler cladding bands were loosened and the cover removed on the running board of the first cladding band from the cab. The first radius fillet piece was also removed. The panel nearest the cab was levered out of its locating angle while the next panel was lifted up and the insulation removed exposing the patch screws along the bottom leading edge of the firebox side sheet. As there'd been a steam leak, the fasteners securing the cladding had rusted, so some required grinding and drilling out. This also means some of the holes will need remaking. The steam had also corroded the inside of the cladding in places.
Meanwhile, with the safety valves on the bench their annual examination began with taking them apart on a mounting jig manufactured by our CME. Last year the valves outer lip was re-machined to a thinner, sharper edge so, we were interested to see if there had been any wear. There didn't appear to be any, remarkable really, when you see the valves blow and imagine all that steam rushing past the lip. When reassembling the valves longer transit screws were fitted. The springs were sand blasted so were entirely free from scale and they were refitted painted in graphite grease.
The cold boiler examination was carried out and the insurance boiler inspector remarked, as last year on the good condition of the boiler internal surfaces. Credit to our boiler water manager for his boiler treatment regime.
The cladding to the front of the firebox was pulled up and secured to some staging. The suspect area was then needle-gunned to clean it. The cladding below the running board was also removed. The bracket holding the lower cladding near the front side of the firebox was removed as corroded. It was needle-gunned for repainting.
In the cab the last steel screws holding gauges were replaced with brass on the main reservoir air gauge.
Up on top of the boiler the safety valve mounting studs were die-nutted to clean them up and left oiled. The old gaskets were left on the pads for now to stop them corroding in the wet weather.
We were informed that the majority of the coach bearings were being delivered, and we found 13 of the 16 had been delivered to Crewe. We still await 3 sets. The bearing fitting contractor was contacted and told that we may need his services soon, and LNWRh were informed that we would need the wheelsets bringing inside the shed at Crewe for them to be fitted.
To bring the leading safety valve cap to match the trailing, and we were told 60532's, it's diameter was reduced by 20 thou. The side slot was also opened, again as the trailing and 60532's. Reducing the cap's outside diameter should reduce the pressure drop when the valve blows, according to the Ross Pop company data.
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16 January 2026
The manifold ejector valve has had the square on the spindle lengthened to allow a better fit of the handle. Looking at the dimensions it appears that some of the original square was threaded to add a nut, as originally the handles were pinned on. The square was cut in the plugged handle and the handle fitted to the spindle square. It's now a nice tight fit. The valve head was skimmed and taken back to Crewe. On the loco the valve head was lightly lapped in to the valve body, the seat in the valve initially lapped with our lapping jig. Finally the valve cap was lapped on the body and valve assembled with 2 new rings of packing on the spindle. With the valve complete the manifold isolation was opened.
The left piston crosshead was retrieved from the boilershop having been weld repaired. There was some minor cracking in the top end of the original drop link welds and the old weld was comprehensively ground out before re-welding to the crosshead casting.
The inside of the boiler casing hatches, painted white, were cleaned and it's a great improvement so I left them up for the next week. In the cab the M8 stand cover was also given a coat of paint.
In preparation for welding the cracked footplate angle behind the left loco buffer, the fairing screws were taken out and the fairing removed and hung on the buffer. The surrounding area was covered to keep grinding off the bogie, Gresley gear and leading left valve crosshead. Also to enable welding the electrical systems, AWS/TPWS, OTMR and GSMR were all disconnected. As we also change the batteries every year, the GSMR batteries were replaced but were not reconnected.
The new rubber for the tender vestibule was cut using the old sheet as a pattern. The holes in the old sheet were also copied. The steel retaining strips on the tender were removed and then the rubber fitted. The vestibule outer plate moves relative to the rest of the tender so some of the holes were drilled in situ as they didn't exactly match up. Some of the screws are in almost inaccessible corners but we managed to get it fitted and secured. It's a big improvement on the old perished sheet.
The lubrication exam continued with cleaning the right side buttons, then starting the left. The mops in the expansion link tops were also removed. They are open so get very dirty. They will be replaced.
By now the footplate angle welding was finished so the area was cleaned up and painting the weld area was started. We then put staging up the front of the loco so that the smokebox door knob could be welded.
The middle valve tailrod clack previously removed was refurbished. The clack valve was lightly lapped but looked OK and the cap lapped on to the body. The pipe connecting threads were cracked so these were silver soldered and the female cone lapped with a spare pipe cone to ensure a good fit on the pipe cone on the loco.
The front left fairing was refitted after painting the angle. We then removed the left side rods. The joint pin was in better condition than the right but did have similar marking so it was decided to grind the pin journal and renew the bush. The pin was lapped in to the rod and fits very well. The leading coupling rod bush whitemetal had some sections missing from its edge. I've seen this type of wear before and the bush wasn't complaining, but on reflection it was decided to re-metal the bush.
The speedo was due calibration so it was removed from the speedo crank.
The gauge glasses on our loco are slightly out of position. This hasn't been a problem but it was decided to make extended lower nuts to compensate for this. The threads on the gauge frames were accurately measured and a gauge made to these dimensions so that nuts could be made to the correct size. Due to time and wear they cannot be relied on to be a standard size. A ring gauge made to measurements taken was then taken to Crewe to be tried on the frames.
The tender and Cartazzi lubrication pads, underkeeps, bearings and journals were examined.
The left rod bearings and crank pins were measured and the results sent to the CME's office. The joint pin and bush were found out of spec so need attention, irrespective of surface wear. The pin journal was ground by LNWRh while we pulled the bearing out. The leading rod was then taken to the press to remove the left leading coupling rod bush.
The speedo was calibrated and remounted on the speedo crank.
The new main power supply batteries were fitted.
The right tender and Cartazzi axleboxes were examined and a start was made on draining the coupled axleboxes.
The left leading coupling rod was put up on the press and a plate made to fit across the bush. The bush was then pressed out and the key removed. The bush was then given to LNWRh for metalling.
With the left crosshead being prepared for refitting, the oilways in the lower surfaces were re-cut as they had worn very shallow.
The left little end pin and the area around the joint pin hole in the trailing rod was di-pen examined.
The outside little end nipples and pin trimmings were gauged. The right were refitted and the oil box cap tightened and the box filled with oil.
The axles were ultrasonically tested.
The tender shovel plate was removed, and then the tender floor. This was to access the tender front which is showing corrosion. The needle gun was connected to an air supply and the tender descaled. Meanwhile the shovel plate was cleaned off for painting.
The middle little end oil box was removed and was cleaned out and the nipple and pin trimming gauged.
The middle piston packings were then taken out as they required re-gapping. After re-gapping it was decided to surface grind the packings. Something we haven't done before and as they are not magnetic we will have to make a jig to hold them. A ring was made to locate their bores.
Measuring of the left rods and bearings continued with connecting rod bearings, driving crankpin and gudgeon pin. The left big end lubricating felt took some getting out of the rod. On the right most of the pads could be pushed out with a thick wire down the oil way, but the left seem to be smaller.
The smokebox door was painted with high temperature paint.
The bogie axlebox oil trays were removed. The pads, journals and axleboxes look examined.
The left crosshead saw its last prep for refitting with cleaning through the oilways and scotch-brighting the piston rod taper. The safety cotter hole in the crosshead cotter was lengthened a little just in case the crosshead cotter went in a little further than when it came out. The crosshead was then put in the slide bars and the outer lower slidebar refitted. The bolts were then fitted and flogged up. The crosshead was then pushed on to the piston rod and finally the cotter driven in and we got a good fit on the safety cotter.
The left droplink button cap was refitted but it was decided to make up a new trimming. The nipple, pin trimming and cover were refitted to the little end oil box.
With the needle gunning finished on the tender front, it was sealed against the cab floor and painted to grey undercoat, while the shovel plate was painted to black gloss.
The GSMR enclosure door seals against a foam seal which was displaced and in some places loose. The seal was resecured.
The left connecting rod little end was di-pen examined.
The speedo wheel compensator enclosure was security wired, meanwhile the security wire was removed from the axlebox lubricator so the plugs can be removed for draining.
The threads for the new gauge frame nuts were cut in the ends of a piece of bronze. They were then tried on the frames before further machining.
The final gloss coats were put on the tender front and shovel plate. The left crosshead was painted to undercoat.
The cylinder lubricator had been with the CME to solve the slow leak from the bottom. It was found that the lubricator mounting flange is a separate piece that is screwed with hidden screws to the lower boss on the lubricator body. It looked like that is where the leak was coming from. So, some new screws were made and the plate refitted. The lubricator was then returned to Crewe and fitted. Next time we should use a crane. The lubricator mounting bolts were fitted and split pinned. The oil pipes were then refitted being careful to follow the tag numbers and locations. A special spanner was made up as the pipe nuts are very difficult to get to. As they are, some were a little damaged so had to be filed to get the spanner on them. The nuts were carefully cleaned out and finally blown out with compressed air.
The refitted front left buffer fairing received some filling and was then painted by LNWRh.
The coupled wheel pad and journal exam was began with the left leading.
With the cylinder lubricator piped up, a few inches of oil was put in and left overnight to see if we still had a leak. All was dry next day so the pipes were primed to the atomisers. This was a long process as we primed one pump at a time with an individual atomiser way test point open. All primed in sequence as our schematic. The lubricator drive rods and gear were then refitted.
The left leading coupling rod bush was finished machined. Sharp edges to the bronze were then taken off and a chamfer added to the outer edge of the whitemetal in the hope that this will make it less likely that the edge will break. With the bush out of the rod a new felt pad was cut. The bush was then returned to the press and was pressed back in to the rod. As expected, with less interference the bush pressed in with a lower force but decent enough for further use. In the rod the bore was checked for closing up and was within tolerance.
With all the new left rod felts cut they were put in oil to soak.
Back at the loco the last coat of black gloss was put on the left crosshead.
One of the in service gauge glass protectors has a weak spring that is supposed to hold the rear cover closed. The protector spring was taken off and the spring re-heat treated and refitted. The new lower gauge frame nuts were finish machined.
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