The Sir Nigel Gresley Locomotive Trust LtdSubscribe to 60007

Registered Charity Nº1079591

OVERHAUL 2015 - 2019

All the overhaul photos may be found here.

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.

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Notes from information supplied by Darrin Crone, Locomotive Engineer.

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From January 2019.

11 February 2019

The vacuum reservoir cylinder that is mounted under the tender trailing dragbox has now received coats of paint. When it was being moved about it was clear that there was a fair amount of loose scale in the tank so the tank was upended and shaken and a fair amount of debris was got out of it. The surface where the mounting straps hold the tank showed pitting, nothing too serious but they have been filled and painted over which will minimise corrosion in the future.

On Tuesday a group of us went over to the NRM store and we received a full set of tender brake hangers. These are substantial forgings and look to be unused. These have been gifted by the NRM to us and will be put in our store for possible future use. Meanwhile work on the refurbishment of the existing hangers is ongoing. This week the lower end holes have been drilled out on the large Archdale drill. Some were already bushed but all show wear. They will all now be bushed. The corresponding pins are being recovered by skimming to a common size. Most have cleaned up well though not all and those that do not will be scrapped.

The tender spring hangers are being worked through, dressing any damage they have picked up and cleaning out the threads and nuts prior to evaluation.

The last two drain cocks have been successfully pressure tested. This has turned in to quite a saga and we had reached the point where we were going to get new housings cast, however we have managed to recover the last two just before being consigned to the scrap bin. Just to recap, most of the valve bodies had heavy wear from the operating rods. The area of wear was built up with braze or bronze weld. The slots for the operating rods were then dressed and valves and rods tried in place on the loco and operation was good. Then when we pressure tested them a number leaked, we think due to previous leak paths being uncovered by the heat of the brazing. The leaks were then traced, the surfaces prepped and silver soldered. However, we now don't have access to acetylene so had to use propane which requires much more gas, so there is much more blow tending to blow the silver solder from where it is needed. Great care and patience is needed but it has saved us a lot of money and work in not having to get new castings.

The lower slidebars are now being put up so that the distances between the bars where the crossheads slide can be measured.

Repair work to the tender tank continues. New steel is now at York that will allow us to replace a large section at the rear top of the tank. We also now have steel profiles and rolled to shape sections for the top of the vestibule. The internal drain pipes and the hydrant filler pipe have been hammer tested and they all seem to be sound, though a new joint for the filler pipe will be required against the bottom of the tank.

The scraping of the left trailing axlebox is nearly complete. One more rub on the blue and that should be it.

The pipe fitting team have installed a platform in front of the cab, across the top of the loco frames to access the steam sands pipework that runs down the front of the reverser column. This pipe is now being formed, the old pipe has been scrapped. The platform will also allow progress on a number of pipe runs including the OTMR sensor pipes.

The new safety valve springs are now at York. They have been checked dimensionally and will be fitted to the safety valves before being sent to Llangollen.

The right leading tender hornstay fitting is continuing. The built up weld has been filed back and a new hole drilled through the leading end. Further work is to be done before we are happy with the fit. A new rivet was put in one of the spring hanger brackets, held up with a snap specially machined to give us the access across the flange of the bracket. The welding at the front of the frames to restore the plate thickness is now complete and has had a grinder ran over it to take off any sharpness or edges that could catch or break the paint. This area has now received coats of primer.

The tender rubbing block that rubs against the loco trailing bufferbeam was put up. New bolting has been obtained, but the bolts need shortening. Longer bolts were bought because they were cheaper and they are easily shortened. One of the existing studs at the top of the block is short so this has been removed a new one will be made.

The lower slidebars are now being fitted. 6 February 2019
Photograph: Darrin Crone

Lower slidebars fitted

New plate has been welded in to the wasted section inside the corridor at the rear of the tank. 7 February 2019
Photograph: Darrin Crone

New plate

The welding is now complete on the tender frames and has been prime painted. 7 February 2019
Photograph: Peter Brackstone

Welding is now complete

Painting of the tender frames is progressing. The frames are now white gloss inside and the trailing dragbox is now painted in primer. 7 February 2019
Photograph: Peter Brackstone

Painting tender frames

New safety valves springs have now been delivered to York. A new valve next to one of our old valves. 10 February 2019
Photograph: Darrin Crone

New safety valves springs

A new rivet has been put in one of the tender spring hanger brackets. Luckily it didn't loosen its neighbours so these can be left as they are. 10 February 2019

New rivet

2 February 2019

The plating team has been hard at work at the back of the tender preparing for the fitting of our new steelwork. Unfortunately getting the new rolled and profiled steel from our suppliers is taking longer than expected so it directed its efforts to straightening out the lower edge of the rear tender flange where the tank is fastened down to the tender frames. The team's done a great job in straightening the plate but when clamped to the frames it will have to be shimmed to prevent it from bending again.

The re-bushing of the tender frames where the brake hangers are suspended by pins is being continued. The holes in the frames have seen some wear, some worse than others so the bushes have been made as a bit of a compromise to get them within spec. Unfortunately the trailing holes are in very poor condition and when the new bushes were fitted they could not be made to give a satisfactory fit on the hanger pin. We are now considering ways of re-machining the holes.

The pins for the bottom of the hangers vary in their condition and in size. To determine if some could be recovered to be used elsewhere in the hanger bottoms one was skimmed on the lathe. The result was good but it will have to be dimensionally checked to ensure it can be reused. This work is ongoing.

The last coupled axlebox main spring hanger pin has been examined for defects and is suitable for use. Further testing of components has included brake pull rods from both loco and tender. It was noted that one of the loco rods is marked W1. Testing has including pressure testing the tender vacuum reservoir tank. It was pressurised and left for a couple of hours, and checked with leak detector. It showed no leaks. It will now be painted and remounted in position under the tender trailing dragbox.

The mounting straps for the vacuum cylinder have had new ends welded on. The plates were made and tacked then finish welded. These fasten the tank to the bottom of the trailing dragbox below the rear coupling. Inside the dragbox the coupling rubber springs are guided by side plates fixed in to the dragbox. These are worn and have allowed the rubber springs to rotate out of alignment. New plates have now been made and are welded in position to prevent this in future. The plates were welded in and then dressed so the the rubber springs can move easily across them.

The mounting brackets for the air tanks on the top rear of the tender were descaled. Some of the steel was very thin so new pieces were made and have now been welded in. The brackets are now being painted.

The right leading tender hornstay has been built up with weld before final fitting, and the building up with weld of the inside leading tender frames has continued.

The new pipework to the loco leading vacuum brake cylinders has been installed and a very smart job has been done. After examining 4468 it was noted that Mallard's arrangement had near identical pipework to 60007's, however the flexi pipes were very short and pulled into very tight radii. These shorter flexis are now not available as standard items and though we may be able to have specials manufactured it would be at a considerable cost above off-the-shelf items. Now we can use the longer standard hoses, without fouling the bogie. During the last period in traffic chafing of these hoses was a problem.

The alignment of the upper slidebars is now complete with the LH being completed. The lower slidebars have now been moved to the loco and given a clean down, and the next task is to put them up. The bolting for the slidebars requires attention. We are hopeful that some can be reused but to manufacture new, drawings have been identified in the NRM library these were retrieved and photos taken.

The right trailing coupled axlebox was finished scraped last week so this week the underkeep bracket received its final fitting. The horn faces of the axleboxes need a bit of finishing and tidying up of oil grooves, damage accrued during lifting on and off journals and in the flange corners to clear the loco horn edge radius. This is ongoing. The left trailing axlebox returned from repair is now being scraped with the crown now completed.

The tender water gauge valve has been ground in and a sketch has been made of the adaptor that links it to the water gauge pipe. The old adaptor is corroded beyond recovery and new one will have to be made. The water gauge pipe has been cleaned and painted.

At Llangollen all 350 crown stays have now been caulked on the copper side of the firebox with the ends trimmed on the steel side for riveting over. Approximately half now being complete. The small tubes in the smokebox have now been expanded.

Some of the loco brake pull rods undergoing examination for defects on 22 January 2019.
Photograph: Darrin Crone

Loco brake pull rods

Ian looks admiringly at his refurbished air cylinder brackets on 23 January 2019.
Photograph: Darrin Crone

Refurbished brackets

One of the loco brake pull rods is marked W1 at both ends. Could this be from the hush-hush?. 23 January 2019
Photograph: Darrin Crone

Pull rod marked W1

The water gauge or level indicator from the front of the tender. 26 January 2019
Photograph: Peter Brackstone

The water gauge

The vacuum reservoir tank is pressure tested to inspect for leaks on 29 January 2019.
Photograph: Darrin Crone

Vacuum reservoir tank

The vacuum reservoir tank tested ok so was soon painted. 31 January 2019
Photograph: Peter Brackstone

Vacuum reservoir tank

22 January 2019

New outer tender vacuum brake cylinders brackets have now been fabricated by contractors and were collected this week. The brake cylinder trunnons were measured and these dimensions will be used to machine the new brackets. This was done by our training placement student, with us as part of his BESTT course on locomotive overhaul.

The tender vacuum brake cylinders have now been final assembled by members of the volunteer Engineering Team pulled of their other jobs as they have experience of completing and testing the loco cylinders following the BR instruction. After some fettling including honing of the neck bushes the cylinders were declared ready for use.

Two new retaining bolts for the loco rear brake cylinder have now been machined and fitted to replace the old ones that fell to bits when we tried to refit them.

The two axleboxes that required rework were returned to York this week. One was immediately moved to the trailing wheelset to be worked on with the other from the trailing wheelset that was well on the way to fitting. One was completed this week but the other still needs finishing. Both returned axleboxes were measured to check if they had moved during repair. The horn distances are unchanged so no work will be required to their horns other than some tidying up.

The remaining axlebox spring hanger main pins have been polished and are being di-pen tested. Only one remains to be done.

To assist fitting and removal of the loco hornstays, after the experience of fitting the leading coupled wheels, a socket to fit the vertical hornstay bolts has been bought off ebay and has been modified to get to the nuts nearest the loco frames. These are hard up against the frames and are behind the inner nuts making them particularly difficult to access. The socket will be added to our hornstay tool kit.

The leading crankpins were cleaned out of the wax remaining from their coating when away for re-tyring, to try the fit of the crank pin caps. The wear on the caps from the rod side-thrust is evident so it was decided they should be skimmed and the specified radii on the inside of the caps restored. They have now been re-machined. The right hand cap is still marked 26.

Work continues on the pipework, this week more work has been done on the air pump governor pipe run with modification of the governor mounting bracket to enable easy removal of the governor without the removal of the surrounding pipework. Work on the reconfiguration of the tender pipework continues. Fittings have also been removed from the old tender pipework for reuse on new.

The tender air tanks have been cleaned down ready for repainting, but they will be closely inspected and tested first. Their mounting brackets have been descaled revealing material wastage. New material has been cut and the brackets will be repaired.

The tender vacuum cylinder support brackets are wasted where they are bolted to the underneath of the trailing dragbox. New sections are now being made to weld on to the ends of the existing straps.

Work continues on the tender hornstays with the leading right now being worked on. The final dimensions for the tender bearings has been decided upon and it is hoped that the leading set will be sent to contractors for white-metalling soon. They will have to be well cleaned off for metalling so a start has been made.

All the crown stays are now fitted to the boiler and riveting over the ends on the outer wrapper has begun. All the tubes are now trimmed to length and are ready for expanding. The superheater test certification has been sent to our boiler insurers and with the contents of the boiler work file at Llangollen our insures are happy that we are up to date with our paperwork.

The smokebox old cast iron steam pipes have been measured to ensure what has been fitted to 60007 in the past is as shown on the drawings we will use to make new. This is not easy as the end faces are offset and at angles to each other. 3-D models of the steam pipes have been drawn and from the measurements taken their dimensions have been confirmed. We will generate manufacturing drawings from the models so we can proceed to manufacture.

The alignment wire on the right side of the loco required resetting as a result of jacking the engine to measure the bogie sidebearer gaps. We must have introduced a twist during jacking. We are now satisfied with the set up this week and the slidebar measured satisfactorily with our new shims.

The buckeye coupling has had some final prep and is now being painted. Before painting it was di-pen inspected and no defects were found, meaning our repair work on the coupling's major components is complete.

The brake hanger bushes have been removed from the tender frames. Some new bushes were made and a start has been made on pressing the new ones in to position. This requires the holes to be measured accurately and the bushes to be machined accurately so that the fit of the bushes is correct.

The guard irons for the rear of the tender have been cleaned off by members of the 007 Gang of junior volunteers. After they completed this task they cleaned the upper tender vestibule support brackets. They were dismantled, revealing a remarkably complex arrangement of adjustable interlocking wedges that adjust the fit on to the support rods.

The front bottom three lamp irons have been refitted temporarily. The upright sections are heavily wasted and will be renewed. As they are heavily worn they are not now the correct shape they have been compared with the LNER drawing with Mallard's. We are now confident that we can cut and fit material to the correct shape.

Work continues on the rear of the tender tank. More material has been cut out of the tender top around the area of the removed GSMR aerial. A large section has been removed above the vestibule to the top beading and has been taken to contractors and will be used as a template to cut new material. The top of the vestibule is to be remade with plate rolled to the shape of a wooden template taken from the old steelwork. The last welding was done to the underneath of the new floorplate at the cab end of the tender.

At the rear of the tender old platework is cut out. 15 January 2019
Photograph: Darrin Crone

Old tender platework

The front lamp irons are heavily worn and were put on the loco to get the angles correct for the repair. 17 January 2019
Photograph: Peter Brackstone

The front lamp irons

Pins from the buckeye coupling and coupled axleboxes are inspected for defects. 17 January 2019
Photograph: Darrin Crone

Coupling & axlebox pins

The top of the corridor connection at the back of the tender is supported by square section rods that pass through these brackets with adjustable wedges. 19 January 2019
Photograph: Darrin Crone

Brackets with adj wedges

The cast iron steam pipes that fasten on to the cylinder tops are measured to ensure the new ones will be to the same dimensions. 19 January 2019
Photograph: Richard Swales

A cast iron steam pipe

7 January 2019

The tender hornstay overhaul continued with the completion of the right trailing. The right leading has been welded and awaits fitting.

Work continues on the back of the tender platework. The top beading is backed with a curved angle which is wasted and is now being removed. The platework below the beading and around the vestibule is mostly composed of fresh air and the remnants of rivets and pieces of stray bracketry are being steadily removed to make way for new platework.

The tender buckeye coupling lock was welded, following the BR overhaul instruction. The buckeye was reassembled this week and the lock width adjusted to provide the correct closing gap. The buckeye was then dismantled, and has been further cleaned and stripped of remaining paint to enable final di-pen inspection.

The tender brake gear is now being worked through with the brake pins and bushes being examined. Wear is clearly apparent on the bushes in the tender frames so these are now being removed in preparation for replacement. It was decided to tackle the tender first as the brake hangers are much easier to fit to the tender frames with the tank removed.

The tender water valves have now been temporarily put in the tender frames to provide a better idea of where pipework at the front of the tender can be routed. Meanwhile the installation of the steam supply pipework to the governor progresses.

The loco sidebearer faces were skimmed over the Christmas break, to make them true to the bogie mounted sidebearer plates. The sidebearers limit the roll at the front of the loco. The dimensions taken before Christmas were used to calculate the necessary material to be removed. The sidebearers were refitted to the loco this week by lowering the bogie on the wheeldrop sufficiently to gain access to the lower edge of the loco frames where the sidebearers are fitted. The bogie was then re-raised and the gaps measured again. The left side measured to spec but the gap on the right was excessive. This was expected as the gap here was going to exceed spec as the bearer had curved during welding and more material had to be removed to get it flat. The loco frames were then moved off the wheeldrop back on to plain track near the buffer stop and it was noticed immediately that the loco was "sitting" differently and the sidebearer gaps had changed. We expected that movement of the engine would lead to settling on the new bearing discs between the bogie and loco frames and standing on different rail would effect the gaps.

To try and get a true measurement of the sidebearer gaps the level of the frames and the bogie were carefully measured and found that the mainframes were leaning and loading one side of the bogie. So, the loco frames were jacked while the spring load on the bogie wheels was adjusted until both bogie and loco frames were level. In this state the sidebearer gaps were measured again. As expected after first fitting, the sidebearers require another finishing skim and this time we have some good measurement to work from.

With the bogie now in place the outside drain cock operating shaft has been installed and connected to the rest of the drain cock operating mechanism.

Further machining has been done to the side rod bush castings with both leading and trailing pairs machined over all cast surfaces. The trailing crankpin end fittings have been trail fitted before measurements being taken which will fix the overall length of the bushes on these crankpins.

Work continues on pressure testing the drain cocks. Two of the castings show porosity and were sealed by soldering before Christmas, however this has not totally stopped the leaks, so they have been re-soldered and await further testing.

The long conduit that runs along the left footplate angle has been paint stripped. It's always looked a bit tatty as the paint doesn't adhere well to the galvanised surface. Some special primer designed for coating galvanised surfaces has now been tried and this should improve paint adherence.

The horizontal hornstay bolts sponsored through the pages of Chime are now all machined to their fitted diameters. They require drilling through for split pining.

The right driving axlebox returned from contractors after repair to the hornface was put up on the surface table and measured. The measurements will be used to set the horn gap on the loco.

The tender brake cylinders have been reassembled. Some further work is required to enable smooth operation as the fit of the piston rods in the new neck bushes seems tight. These cylinders are different from the cylinders on the loco in that the neck bushes are located in the covers not in the cylinder casting, so a little more clearance is required.

The trailing left crank pin end is fitted with the crank for the speedo drive. The gap between the crank and the face of the wheel will fix the length of the bearing bush fitted to this crankpin.

The flue tubes in the boiler at Llangollen are trimmed to length.
Photograph: Paul Aston

3 January 2019

The trailing left crank pin end is fitted with the crank for the speedo drive. The gap between the crank and the face of the wheel will fix the length of the bearing bush fitted to this crankpin.
Photograph: Darrin Crone

5 January 2019

The sidebearer on the left. The loco frames are resting on the top of the bogie when moved off the wheeldrop. When levelled the gap appeared and was measured.
Photograph: Darrin Crone

5 January 2019

The outside draincock cross shaft has been fitted.
Photograph: Darrin Crone

5 January 2019

The governor that controls the air pump in its new location with new pipe flanges ans pipework being installed.
Photograph: Darrin Crone

5 January 2019

The leading and trailing connecting rod bushes are now machined all over. The larger bushes yet to do.
Photograph: Darrin Crone

5 January 2019

The sponsored horizontal hornstay bolts machined to dimensions ready to fit.
Photograph: Darrin Crone

5 January 2019

One of the tender brake hangers with the bushes and pins being examined.
Photograph: Darrin Crone

5 January 2019
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From January to March 2016.
From April to June 2016.
From July to September 2016.
From October to December 2016
From January to March 2017.
From April to June 2017.
From July to September 2017.
From October to December 2017.
From January to March 2018.
From April to June 2018.
From July to September 2018.
From October to December 2018.

Page updated on Monday, 11 February 2019   

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