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Registered Charity Nº1079591

OVERHAUL 2015 - 2019

All the overhaul photos may be found here.

Loveless G1 60007
 G1 model of 60007 to be auctioned. Click on the image for full details plus a video of the engine on the rolling road.

Sir Nigel Gresley is now out of traffic for overhaul. This will probably take four 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.

To donate via PayPal (incl. credit or debit card):Donate         To donate by 'phone: Donate

Notes from information supplied by Darrin Crone, Locomotive Engineer.

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From April 2019.

15 April 2019

The AWS battery box lid has suffered from corrosion between the lower mounting strap and the surface of the lid. The strap was removed and the corrosion cleaned out. The lid was not flat so was carefully pressed straight and sections of steel tacked to the back of the lid to keep it straight. It was taken to contractors this week for weld repair and for the strap to be put back on.

The coupling rod bush drawings have now come back from the CME's office approved. The order has now been placed with contractors for machining and whitemetalling. The castings, some of which have seen some pre-machining by our volunteers, were taken to the subcontractors this week.

The tender vestibule top arch has now been drilled for the handrail that curves round the arch. The knobs look like they can be reused but the rail is corroded through in places and will be renewed. The arch has been painted and bolted in for the last time. The boiler making team have now moved on to the renewal of the rear top left platework. A new tender floor support bracket has been welded in to the front of the tender tank.

The pipes from the cylinder mechanical lubricator, run to the atomisers. The atomisers are mounted on brackets on the smokebox, which is not yet in place so some brackets have been made to mount the atomisers in their approximate position, and this week the pipes were run in. There is work to do on supporting some of the pipework and at the atomisers new ends will be required for the pipes. Meanwhile on the tender, the routing of the air pipes continues.

The tender brake hangers are now all reamed for their pins and drilled for grease nipples. The new bottom pin was finished. Work continues on boring the holes in the tender frames to mount the trailing hangers. The right side is now completed. The old oil holes in some of the tender brake hangers have been plug welded and dressed. The hangers have been cleaned of all the swarf from reaming and drilling.

The new plates for the bottom of the tender spring hangers were collected from the suppliers this week. The flame cut edges were dressed with a grinder. The tender frames back to back have been remeasured, now that we have tight hornstays and these dimensions will be used to specify the rest of the axlebox bearings. The leading set are in the process of being metalled at contractors.

Work continues on overhauling the cylinder relief valves, with five of the six now completed. The right leading crankpin cap has now been fitted to the tolerances shown on the BR drawing. The left hand cap needs a few thou taking off.

The middle crankpin has seen further work with the first lap of filing completed and polished to remove file marks. Further filing followed careful measurement. After this is polished and finally checked, work will begin on finishing the corner radii.

The tender rear coupling hook has now been put in the dragbox for the last time. The safety valves have been assembled with their new springs and more NDT work has been carried out on the valve guides.

Most of the new lower slidebar shims have been cut out and drilled and have been finished to size on the Churchill surface grinder. The existing ones that had sufficient thickness have been ground to size. Work continues on specifying the replacement slidebar bolts.

The new vestibule arch piece is in place. The plate behind and below the top edge beading has also been renewed at this overhaul. 11 April 2019
Photograph: Peter Brackstone

Vestibule arch piece

Another section of tender plate has been cut out for renewal. 11 April 2019
Photograph: Peter Brackstone

Tender plate

The new tender lower brake hanger pin next to the old. The new one has a head as shown on the LNER drawing. Made by a volunteer member of the Engineering Team. 13 April 2019
Photograph: Darrin Crone

Lower brake hanger pins

The atomisers are mounted on temporary brackets so that pipework can be run to them. 13 April 2019
Photograph: Darrin Crone

The atomisers

New slide bar shims are being precision ground. 13 April 2019
Photograph: Darrin Crone

Slide bar shims

8 April 2019

The boiler is now turned upright after completion of the flues and small tubes. The last of the firebox stays which were not accessible on the outside of the boiler when on its side have now been finished. One of the last jobs was finishing the belly door face on the boiler and getting a new seal. The door is now in place and water has been put in the boiler. At the moment only the water legs of the firebox have been filled so that the new sections of firebox wrapper, foundation ring and new staying can be closely examined for any leaks.

At York the safety valves have been lapped in after the valve faces were skimmed. The last step is now to fit the springs.

The tender springs have now been delivered to contractors for overhaul, and the firebox grate components taken to Llangollen from Grosmont and York. The tender spring gear components are now being refurbished with the first two hanger bolts with contractors for repair. A detailed repair procedure has been agreed with them and the first two will be subject to third party NDT. The bottom plates from the rubber springs on the end of the hanger bolts have now been di-pen inspected. One was broken in two when removed from the tender and another has now been found to be cracked. A total of eight new plates are now on order and all suspect plates will be renewed.

The spacer to get the rear coupling height correct has now been finished and an additional wearing plate has been screwed to the top. The buckeye coupling has been adjusted and should now measure correctly when in the open position. A representative of the UK manufacturers of the buckeye coupling is due to call by over the next few weeks and will gauge the coupling.

The tender brake hanger overhaul continues. There is only one of the lower hanger bushed holes to ream and a new pin has been machined. The fitting of grease nipples is planned for the hangers so they have been drilled and tapped, and nipples bought ready for fitting. The tie rods that go between the lower ends of the brake hangers have been cleaned and descaled and are now ready for inspection.

The rearmost tender top brake hanger holes are worn and no longer provide correct alignment so it was decided that they should be bored out along the same centre. The first hole, in the rear dragbox has been successfully bored. The jig now needs re-positioning to bore the corresponding frame hole using a guide in the repaired hole in the dragbox.

Work continues around the rear of the tender on the platework. The tender vestibule top arch has been fitted, not without a struggle. The arch piece was pulled down on to the vestibule top and was welded to its flanges. When trial fitted it was found difficult to refit. The arch with flanges wants to come straight down to slot in to the space between the vestibule end and the tender back. However there is beading along the top of the tender projecting in to the gap needed to lower the arch.

The cylinder relief valve overhaul continues with various gadgets being made to ensure accurate lapping of the sealing faces. Most have now been pressure tested successfully, but will require checking with a calibrated gauge to ensure they lift at the correct pressure.

The coupled axlebox oil trays have now been fitted to the leading and trailing axleboxes. Meanwhile the springs were put up. One spring didn't seem to hang right and was very high at one end. When examined it appears that the hole in the spring buckle is out of position, and this will have to be rectified. However it us some extra practice in handling the springs. One reassuring finding was that the repair to the leading right spring hanger bracket did not cause any additional difficulty in getting its spring in place.

Other activities around the coupled wheelset include the adjustment of the wedges using long feelers to ensure the gaps are correct for the axleboxes. New cotters are now being fitted to lock the position of the wedge adjusters, meanwhile final torquing and pinning continues for the vertical hornstay bolts. The driving axleboxes are now scraped to their journals and attention has now turned to the refurbishment of the inside crankpin.

Work on specifying the coupling rod bushes is complete and component drawings have been produced. This has involved measuring the current worn positions of the driving crankpin face against the wheel and relating this to the leading and trailing crankpins to ensure we maintain the clearances required by the coupling rods. The holes in the rods have also been carefully measured. These aren't plain bores but have tapered or stepped recesses to locate the bushes when pressed in. Correct location is required to ensure the right amount of the bush projects from each side of the rod.

The lower slidebar fitting is now on the final stretch with the shims specified and they now being made.

The installation of pipework continues. More work has been done on the tender and a lot of thought put in to how to improve pipe runs through the frames and to the tender top air tanks. Meanwhile the pipework around the DV2 valve in the loco frames is complete and the mechanical lubrication runs to the front of the saddle is now progressing. As the upper slidebars are now fitted the lubrication runs to these has begun. The mechanical lubricator drive mechanism components have been examined and are now being refurbished.

The upper rear brake hanger holes are being bored.
Photograph: Richard Swales

21 March 2019

The leading and trailing coupled wheel springs are now fitted.
Photograph: Peter Brackstone

27 March 2019

Another section of wasted tender has been cut out and will be replaced.
Photograph: Peter Brackstone

28 March 2019

The boiler is now the right way up and is now being filled with water.
Photograph: Richard Swales

29 March 2019

A view of the boring arrangement inside the tender dragbox. This end supported by one of the old tender vacuum brake cylinder brackets.
Photograph: Richard Swales

4 April 2019

The last coupled axlebox is now fitted.
Photograph: Richard Swales

4 April 2019

The tender rear drawhook rubbing block now sets the hook to the correct height.
Photograph: Richard Swales

4 April 2019

The tender vestibule arch fabrication in place. Being close to the top beading makes it very difficult to fit.
Photograph: Darrin Crone

6 April 2019
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Page updated on Thursday, 18 April 2019   

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