North Eastern Locomotive Preservation Group

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K1 Blog

A blog of activities associated with the K1 62005.

Saturday 10th December 2017


I am pleased to say that we had a very good two days working on the K1 last weekend.

A good start was made on honing the valve liners, preparing the top of the cab for removal and cleaning the pistons. The sealing faces to the mud holes were cleaned, the manifold pipework removed, annealed and stored (other than the blower feed pipe - between the manifold and blower valve - which is getting a little thin and will be replaced) the steam heat valve was removed cleaned and stripped for repair and the clack boxes stripped and examined - other than replacing the steam valve heads and a little lapping in they are fine.

On Saturday evening we decided to dine out in Lancaster, just a short train ride from Carnforth. A lovely evening, fine beer and good food was had by all.

There will be another working party on Saturday when we will continue getting the top of the cab ready for removal and with the valve liner honing amongst other things.

If you would like to join us then please let me know by e-mail to this address or by text/ on phone 07964988551. If ringing on a weekday please do so after 18:30.

The first mid week working party will now be on Tuesday 19th Dec. If you would like to take part then please let me know as above.

The next full weekend working party will be on the 6th and 7th Jan 2018. I will mention this again nearer the time but I am sure you will all want to get it into your diaries now.




Saturday 2nd December 2017


We had a frustrating day on Saturday. Much less achieved that I had hoped.

There were 4 of us in attendance. The engine and tender had been split during a shunt mid-week so we were able to clean the front of the tender and remove the draw bar and safety links. The draw bar has come back to Teesside for straightening, shortening and NDT. We will NDT the pins at Carnforth.

The drain cocks were removed for servicing and cylinder cladding sheets have been removed to facilitate a thorough exam of steam pipes (parts of which are behind the cladding) and an exam of the cylinder castings. Other than that we had a short MIC on changing gauge frame packings and that was about it. Still I suppose we are further on than we would have been if we hadn’t gone!


Saturday 25th November 2017


Six of us went to Carnforth and had a satisfactory day working on the K1 yesterday.

There was an inch or two of snow over the Pennies but nothing to slow our progress on the A66 or K1 (the A66 is a road by the way - not a very advanced LNER pacific).

We managed to split both crossheads (the RH proving to be stubborn as usual but it decided to cooperate in the end) remove both cylinder covers, extract both pistons, finish cleaning the piston valves, remove the OTMR recorder (which will now be sent away for repair) disconnect the TPWS, remove the cab seats (so that they can be reupholstered) and prepare the gauge frames for inspection.

For anyone who may be changing any gauge frame packings in the future we noted during the gauge frame prep that the batch of PTFE gauge frame packings we are currently using are too long and partially block the passage through the cock when it is open. There maybe some of these packings at Grosmont and/or Hopetown so be very careful if you are fitting any of them. If any have already been fitted it will certainly be worth checking that they are OK.

There will be another working party on the K1 next Saturday when we aim to remove the back valve covers, de-carbon the valve liners/steam chest and start preparing the top of the cab for removal (this is necessary because we need to seal weld the manifold boss and this can not be done with the top of the cab, or the manifold in place). During the course of this week West Coast should start replacing the ashpan's centre hopper.


Saturday 18th November 2017


We had a pretty good day on Saturday.

There were 5 of us in attendance and we managed to change a few roof stay nuts, remove all of the rocking sections and side bearers of the grate in readiness for the ashpan repairs to be carried out by West Coast under contract, remove both expansion links and die blocks so that the condition of the die blocks could be properly assessed and remove the union links and combination levers.

In addition good progress was made in cleaning the piston valves. One side has been completed and the other 75% done.

We even managed to have our lunch, complete with mine pies sitting in the sun, the Grosmont crew can only dream of such luxury!

There will be another working party this Saturday when the main push will be getting the back valve covers off, the crossheads split and the pistons out.


Saturday 11th November 2017


We had a pretty good day on Saturday. 8 of us attended and the weather was kind to us. A couple of the lads even had their lunch sitting out side in the sun - I will have to put a stop to that before they get used to the idea and book a holiday to Benidorm.

Anyway, when half the crew weren't lying about in the sun or drinking tea, we managed to bring all of the heavy stuff (springs etc) off the tender top, get all con rod and side rod bush clearances measured, the rods off cleaned, stored and oiled for protection, all the gauges off and taken away for cleaning and recertification (they have since been cleaned), the flanges, slide bars and piston rods measured and 4 roof stay nuts replaced (only about 40 more to do!).

Not a bad effort given that the loco was reluctant to move (as it was sitting on an uneven joint on the wheel drop road) so the initial move in connection with dropping the rods off took us over half an hour rather than the anticipated 2ish minutes. We did, however, find a few minutes to go and look at Carnforth's new wheel lathe which is now very close to commissioning. It looks really good and as we will now be able to have the tyres turned at Carnforth, will save us many thousands in that there will be no transport costs and the actual turning job is likely be cheaper anyway. It will also remove the hassle of having to take the engine somewhere , dropping the rods off and putting them on again when the tyre turning is done.

There will be another working party on Saturday when the plan is to do a few more roof stay nuts, then completely remove the grate so that West Coast can replace the centre hopper and door on the ashpan under contract. We will also remove a few more things out of the smokebox, perhaps even an element or two.

Unfortunately, such was the demand to come to Carnforth on Saturday that I had to turn one prospective volunteer away. If you want to join us next week early booking is therefore highly recommended.


Saturday 4th November 2017


The lads had a good day on Saturday.

The blast pipe spark arrestor, safety valves and whistle were removed for servicing and in preparation for further work and the cleaning work inside the firebox ahead of the annual exam has almost been completed. The smokebox door seal has also been removed as have the cosmetic front cylinder covers, the side rod split pins an cotters and the draw bar pin split pins. The engine and tender are now ready to split.

There will be another working party on Saturday when we plan to remove the side rods (after checking all clearances in order to determine which bushes need to be remetalled or replaced) and continue clearing the smokebox in preparation for removal of the elements. We might even replace a few roof stay nuts if time permits.

Whilst I doubt we can compete with the Q6 on the tea drinking and cake eating front we will manage the odd cuppa and might even get a lunch break. You would also be very welcome to come and join in the fun.


Saturday 28th October 2017


After a delayed start (the co car failed but it is sorted now) we had a good day on Saturday.

The boiler has been washed out, the washout plugs cleaned, with a start made on the mud hole doors, and the arch has been removed and cleared away. Our delayed start meant a late finish (18:00 ish away from Carnforth) but we got done what we set out to do.

There will be another working party this coming Saturday - late finish very unlikely as I will not be there. There is plenty to do from removing spark arresters to cleaning fireboxes - the fun will be endless. There will even be tea and biscuits - just like at Grosmont only you will be working on a better engine


The K1 returns to Carnforth


The K1 has now completed it's seasons work and returned to Carnforth, arriving almost 2 hours early at approx 23:25 on Friday.

The loco has had a very successful season completing 74 Jacobite's as well as its work on the GBX with 100% availability. Many thanks to all who made this possible by working on the loco last winter or supporting it through the operating season.

This Winter's maintenance has already begun with the removal of the piston values and primary screen and the disconnection of the gauges, transducers and intermediate bags etc bring completed before the last of last week's support crew left Carnforth at 15:00 yesterday.

Working parties will now be held every Saturday, with some full weekends and mid week working thrown in, until the winter work has been completed. The most significant jobs to be undertaken this winter are outlined in October's NELPG News.



There's no truth in the rumour ...


The gossip on the North Yorkshire Moors railway on Wednesday concerned a failure of the K1 on the Jacobite earlier in the week. This seemed to originate from a social media posting. Since no reports had reached the other members of the group, steps were taken to contact the Chairman and Jacobite footplate crew member to establish the facts.

The Chairman "trumps" the story: "No problems. K1 OK."

More fake news!


4th May 2017


The K1 is now safely at Fort William, having, by all accounts, performed exceedingly well on the Railway Touring Company's annual 'World Tour'. It left Carnforth at 03.50 on Saturday 29 April, piloted by a 37, arriving at Thornton yard, near Kirkaldy, via the Forth bridge, at midday, 45 minutes ahead of schedule. It left there at 10.30 the following morning for the short run via Ladybank to Perth where, after watering, double headed with 45212 (deputising for 60009 Union of South Africa) up the Highland main line to Inverness. On bank holiday Monday, 1 May, 62005 made a splendid run from Inverness to Kyle of Lochalsh and back, in superb weather, making a rousing climb up to Ravens Rock in the process. The next day the K1 again worked with 45212 on the return run to Perth, surmounting the formidable ascent to Slochd and less dramatic climb to Drumochter, at 1,484 feet the highest point on the National rail network, with consummate ease! Contrary to the original plan, the Black Five came off the train at Perth, and with a 47 now on the rear, 62005 then worked the train forward to Stirling, Larbert, Cumbernauld and Glasgow Central. A long day ended with the train running empty from Glasgow to Bo'ness, a total distance that day of 222 miles! To complete its adventure, on Wednesday 3 May, 62005 left Glasgow Queen Street for the run to Fort William, passing over the second highest point at Corrour - 1,350 feet - en route. However, the class 47 which pulled the train into Queen Street and then banked the train up the steep Cowlairs bank, stayed on the rear of the train throughout, because of high fire risk. Fortunately, after three days of near cloudless skies, but with a strong easterly breeze, there were no line side fires.

Over the five days, 62005 covered 951 trouble free miles, a vindication of the winter work carried out by WCR and Paul's team at Carnforth. However, the five days involved some very early starts and late finishes, so sincere thanks must go to the support crew under Paul Hutchinson's leadership, of Mark O'Brien, Emma Mountain, Angela Buxton, Rowland Bingham, Duncan Richardson and John Graham, who all worked hard and put in some long hours. Neal Woods, who shared the firing with me, also did fitness to run examinations, so he, too, deserves a special mention. The two drivers throughout on the K1 were Peter Walker and Bobby Duncan.

Whilst this is all good news, and all concerned can be very proud of what was a tremendous achievement, the downside is that the support coach remains at Bo'ness, as a technical problem precluded its use on the journey up to Fort William. However, the good news is, that it is hoped that the coach can be moved via a SRPS special from Bo'ness to Fort William on 13 May, in time for the K1's first week of Jacobite operation.

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