Andy reports that this could be the last work party this winter (but see below) as the NYMR has offered to finish off the last few mechanical jobs to get the Q6 back into traffic at Easter. They have already cast a new arch in the fire box and today they put the concrete in the smoke box. Also last week, the boiler was boxed up and filled with water so the loco could be weighed.
Today, Neal Woods and James Pearcy concentrated on slide bar and cross head alignment again - they are now experts on three piece crossheads! The left side was finished off and bump tested ready for full testing when the wheels first turn. The right side cross head top slipper was put in and the wire set up through it, shims were made and fitted to the slide bars. Unfortunately though, time was against them and, in spite of working late, the job could not be completed in the time available. The right hand piston is therefore still to fit.
Brian Armstrong re-fitted the cab floor and put various items for the running of the loco back on it. He also took on the public relations role and answered many questions from the very curious public who wanted to know about the other famous engine that was being worked on in Deviation Shed - and no, it was not No 29!
Peter Ellis finished off the new flexible intermediate axle box pipe work and also fitted some new tallies Andy had made to identify the lubricator pipe work.
Ian Pearson covered the newly painted front buffer beam to protect it from the concrete that was put into the smoke box base. He then went on to make some trimmings that were missing from the slide bar lubricators.
After a struggle, the left connecting rod was refitted, but not the big end as a new felt had to be made and left to soak in oil - the original one had been contaminated with sand.
Andy spent the morning working on the regulator handle filing the tapered square where it fixes onto the shaft. This had been built up with weld at M-Machine, but, unfortunately, a dummy shaft that had been made to ensure a tight fit was the wrong size, which meant the regulator handle was still slack on the shaft. On Monday the MPD will put some more weld into the square on two faces only and then file it down to ensure a tight fit.
There are still quite a number of jobs to be done to get the Q6 back into traffic, and the MPD staff will be tackling them next week. The in steam boiler insurance exam is booked for Wednesday morning, for which John Graham will be present. In spite of his earlier assessment, Andy has agreed that there will be a working party on Wednesday, to provide any help required with the steam test, and to tackle any consequential jobs that may be identified as required or are still outstanding. If nothing else then the Q6 requires a good overall clean before it re-enters service! And as the operating season starts again on Monday (tomorrow) there may even be the occasional steam hauled service train to watch go by. So if anyone else is available and wants to join the regular Wednesday team, they will be most welcome - there are a lot of biscuits to be eaten up, but no cake this week.
As for Saturday (Easter Saturday), Bryan Orange and the JVs are planning a work/training day. Assuming all goes well, they may be able to wave and take photos of our Q6 as it passes Deviation shed, but that will depend on completion of the outstanding jobs, a successful in steam test, and satisfactory running in. On those also will depend whether we call another working party for Saturday - as we have learnt, old steam locomotives do not give in that easily. However, regardless, hopefully the JVs will be able to do some much needed tidying up of the Shed and workshop. The arch formers etc. can go back into the corner of the workshop and there are some grey 20 litre oil drums cut in half that need cleaning and also putting into the workshop. All the 110v electrical equipment can be cleaned ready for the PAT testing in the summer.
More news after Wednesday.
Another day there by myself, second gloss on buffer beams.
The shed lads had got the side rods on before I arrived. They spent all day struggling with the spark arrestor - I think that they have it in satisfactorily now. However that struggle held up Phil Naylor and the concrete mixer. The mixer is sitting on the RHS ready for tomorrow morning. With luck, folks will pull the dust sheets over the buffers before they start, and not stand on the buffers.
29 was pulled out of the shed ... and pulled off the rails! A small team had a fun time with the jacks putting it back on. So, the way is now clear to extract the Q6 and take it to the running shed to weigh the tender and to prepare for the steam tests.
Flying Scotsman been sulking in the running shed all day, folks been allowed past gate to photograph it, restricted by barrier tape.
Paul Hutchinson and Angie seen emerging from the tunnel as I was leaving. Will the job list have grown longer by tomorrow morning?
There by myself, I couldn't stay away.
At the end of the day, both buffer beams have a single red topcoat. Possible opportunities to paint before folks start lighting fires are diminishing rapidly.
There was a lot of activity in the shed involving the shed staff. The loco has now been weighed, but the lads are really struggling with the spark arrestor. They cannot get top bolts in - especially at the back.
There was talk about dragging loco out tomorrow to fill, coal and weigh the tender in the running shed. It was pointed out by Ian Pearson when he finished his driving turn that this might be somewhat premature. If the loco isn't to be brought back to Deviation Shed (there is reluctance to move 29 more than necessary) then it would be separated from the piston. Also talk of lifting on rods tomorrow, and of getting concrete into base of smokebox when the spark arrestor finally submits to the struggle.
I intend to try to get a second gloss coat on the buffer beams tomorrow, but I may have to take a leaf out of Matt Earnshaw's book and go for a walk until concreting and movement comes to an end at 15:00
A really dense foggy start to the day (couldn't even see the Fylingdales Security box from the Whitby/Pickering road, never mind Fylingdales itself), but it didn't matter much as Scotsman passed Deviation Shed with the cylinder cocks fully open so the photographers couldn't see a thing anyway! The weather did clear up later in the day though and by the late afternoon there was some fine low sun to back light the exhaust as the 3.30pm departure climbed away past Esk Valley.
At the Shed there were people everywhere, both visitors looking round and dropping large amounts of coins in the donation box judging from its regular ringing noise, but also working on the Q6. In addition to the regular NELPG Wednesday team, there were a considerable number of MPD staff beavering away as well - of which more below.
From our list of jobs, Nigel Hall brought the right hand crosshead slipper back from Darlington - a horrendous journey involving first a puncture in the badlands of Middlesbrough, repaired in Guisborough and then massive queues on the Whitby/Guisborough road following what was thought to be a major accident (now known to be a diesel spill). The crosshead slipper is now on the right hand front running plate. He then continued with preparing and painting the buffer beams. The right hand packing spring assembly and slide bar lubricator were cleaned and are back in the wooden box on the worktop at the far end of the workshop. Trimming for the oil box is required, and Ian/Jon are intending to make this for Saturday. The right hand, but not the left hand, side rods were wire brushed, as were both connecting rods. The left hand big end brasses were cleaned and the remaining sand removed from the floor. The brasses are now on the left hand running plate.
Mike Oliver fitted the gauge glasses and frames after Mark O'Brien had inspected the backplate, and the mouthpiece was refitted to the firebox. The steam pipe was recoupled to the reverser and the air pipe disconnected and returned to the workshop - it is on the back wall to the left of the main door. The reverser and cylinder were cleaned round and the flange studs were checked to make sure they were tight. Four bolts were fitted to the front cab cladding around the whistle connection once the whistle itself had been refitted. The cab floor was not refitted as access will be required to the lower mudhole doors for the in steam test, nor were the pit lights taken down as they were being used for setting up the weighing equipment.
Separately, the MPD staff had fitted the brick arch earlier in the week and the formers have now been removed. The engine has been boxed up, except for the four top mudhole doors awaiting a safe means of access, and the boiler filled with water to just below the bottom of the glass. The weighing gear has been set up under the engine only, with the intention of doing the weighing tomorrow - the tender will be done later when it has both coal and water on board. They had also removed the spark arrestor to give access to the blast pipe as there was a concern that there was an air leak. That work has now been abandoned, the spark arrestor will be refitted, and the smokebox floor be refilled with concrete.
Looking ahead, following a successful boiler insurance cold exam on Monday, John Graham has now arranged for the boiler insurance in steam exam to be carried out next Wednesday 23 March. The Saturday working party will be concentrating on the refitting of the right hand piston and crosshead, and we were told that the intention is to light up the engine on Sunday, assuming it is by then moveable, with an internal in steam exam to be done on Monday.
Although there has been a lot of progress made, and the end may be, just about, in sight, there are still some critical tasks to be successfully completed before gentle running in can be done prior to a return to traffic - and there's many a slip.......as we know only too well with old steam locomotives. There will therefore be working parties definitely this Saturday and next Wednesday and possibly over the Easter weekend as well. Confirmation of the arrangements will be in future reports.
In spite of the excitement of the 'worlds most famous locomotive' roaring past Deviation Shed during the day, Andy reports a most frustrating time yesterday - 'I think today was a case of one step forward and two back: everything was hard won with some jobs just not getting done for various reasons.'
Neal Woods brought James Pearcy and Ian Pearson in his car with some additional bags of concrete for the smoke box. Andy brought Trevor Wilford and Brian Armstrong in his car with the right cross head, gland packing and regulator handle that had been collected from M-Machine on Friday evening. They both managed to park near the Shed having come down from Esk Valley but space was very limited and photographers were lining the fence opposite Deviation shed. After unloading both cars and signing on it was time for the first train.
Once that had gone, the first job of the day was to move the pallet of concrete from in the way of the public entrance, all 32 bags of it. This had to be done twice as there was only the one pallet.
There were 4 to 6 JVs having training with Chris Parrish and also working on the locomotive. Steve and Bryan Orange were looking after the JVs and they were set to with the task of lubricating all the brake gear after cleaning the grease nipples. Three different grease guns were tried: one is now living in the skip, one was filled by hand as it was a larger diameter than the grease cartridge, and for the last one a new cartridge was obtained from the MPD stores. So, after cleaning the workshop, they were in business. Hopefully the JVs learnt some valuable lessons in grease lubrication and then went on to clean the piston packing springs and followers for the cylinders.
Neal and James set up the left slide bars with the wire running through the crosshead. With much shimming and checking it was decided to put the left piston in the cylinder. By the time the rings had been gapped the team were now on overtime, but the good news is the piston is in. Even better news, it slides up and down the cylinder with the crosshead.
The previously missing cab gauges were found - easy when you know where they are! - the box had been covered over. Ian fitted these and put some additional calibration stickers on the front supplied by the MPD. The valve glands were nipped up.
Brian set to sorting out the cotters on the side rods and making secondary cotters. A very time consuming task with not a lot to show at the end of the day. Trevor was building up the cotters until the welder broke down. He is going to get a new shroud and tip for the gun.
Andy tried to fit the regulator handle but the square is still too big and our welder does not work. He then put the right cross head together on the slide bars and took some measurements to get the top slipper built up with white metal and machined to size. This was taken back to M-Machine and will be returned for fitting next Saturday.
No work programme for Wednesday yet as it depends on what, if anything, arises from tomorrow's cold exam by the boiler insurance inspector. John Graham, Andy and Ian will be present for that , so Ian will know if anything is identified which needs to be dealt with on Wednesday. If not, Andy assures me that there will still be plenty to keep us occupied! So anyone else available and wanting to attend will be most welcome to join the regular Wednesday team. The NELPG car should be available, but, as usual, anyone planning to use it should check its availability with Paul Hutchinson on Tuesday (07964 988551 after 6pm). And don't forget that Wednesday will be a Scotsman operating day, so no parking at Grosmont
The weather forecaster got it right this time - it poured down all day. The grey sky was only alleviated by the yellow glow from all the 'No Waiting' cones now lining the road through Grosmont, from one end to the other: you have been warned!
The usual Wednesday team was supplemented by the welcome return to active duty at Grosmont of Nigel Hall, who returned the Q6 brick arch formers from Carnforth and got started on the prep work for repainting of the front and rear buffer beams. He had been missed. Mike Oliver replaced the pipe on the blow down assembly and refitted it, and the axle box intermediate pipe work was completed by Ian Pearson. It just waits for Peter Ellis to do the reconnections.
Jon Bradley, Ian and myself reconnected the valves to the rods, put in the cotters and fitted new split pins, and Jon and Ian then fitted the valve covers, so that job is now complete. The locomotive was moved to give access to the horn stay bolts that need replacing. The MPD has said they will do that job for us. I fitted the new wood covers to the cab sand boxes to prevent any more sand being put inside and seizing up the mechanism again. The mechanism itself is now operational, and although the rear sanders will not work (because of having no sand), the cab mechanism also works the intermediate sanders on both sides which are fully operational and are considered more than adequate to meet any likely needs for the locomotive. In any case, the front sanders also work.
The mouthpiece from the firehole door was removed to give better access for the boiler inspector, and has been placed on the left hand side of the front of the tender by the tool box. Derek Shorten also cleaned up the whole area round the locomotive to ensure that all the sand and other dirt was removed to avoid the risk of sand contamination to the various moving parts that have still to be refitted, as well as doing some more cleaning between the frames in areas that had been inaccessible until we moved the locomotive.
The piston rings have now arrived and are on the bench in the workshop near the kettle, and Andy Lowes is going to check on progress with the regulator handle this week at M Machine.
The cold exam has now been confirmed for Monday 14 March (to avoid the mayhem associated with the Scotsman visit - it is not operating on Monday or Friday next week) and Ian Pearson and Andy are both hoping to be present.
On the way out, I collected Nick Downing's 1969 built model of the Q6 from the Crossing Club in Grosmont (I just managed to get it in my car - it is very large!). It will be on view at various events during the year. Thanks to Peter Proud and George Morton for facilitating that.
Still looking for the J27 one though, with one or two possible leads being followed up, but any more clues would be much appreciated.
There will be a working party this Saturday which Andy will lead, with work to be done on the crossheads and the pistons. Bryan Orange and a full complement of the JVs will also be attending, and doubtless everyone will be watching Scotsman go by during the tea breaks. Just hope everyone gets there OK and there are not too many transport difficulties. Don't forget to make sure the donation box bell keeps ringing - assuming there are any visitors of course!
Andy reports a reasonable day at Deviation Shed yesterday but progress was slow. There were a total of five people - just as well as he only brought five doughnuts!
Andy brought the left crosshead and shim steel for the slide bars from M-Machine in Darlington. Iain Corduex and he shimmed the bottom left slide bar using a hole saw, borrowed from Owen at the MPD, to put in some clearance holes as required. They then fitted the cross head and made sure it moved satisfactorily. Iain then set up a wire along the centre of the cylinder ready for next Saturday.
Bryan Armstrong finished cleaning the gaskets off the top of the boiler for the safety valves, which were then fitted back. He also put a fillet of concrete round the steam and exhaust pipes where they pass through the smoke box. Old pieces of concrete arch were put into the base of the smoke box in readiness for concreting. No more was done though, to make sure that there were sufficient bags of concrete left for the new arch in the firebox.
Trevor Wilford finished the cover for the underside of the valve chest and this has now been finally fitted in place.
Ian Pearson fitted the baffle plate into the fire hole and made some adjustments to get the door to fully close. He also made sure the new door flap worked properly with the baffle in place. Ian then continued with the intermediate axle box new pipe work.
Andy has taken some measurements of the regulator shaft where the handle fits. This is a tapered square and the handle is rather worn so will require building up with weld and machining back to size. This will be a tricky job and will require some fitting work when the handle goes back onto the shaft, to get a good tight fit.
Efforts are being made to arrange the hydraulic test/cold exam for Wednesday 16 March. Andy also hopes to pick up the new piston rings during this next week.
Jobs for Wednesday:-
- Finish off axle box intermediate pipe work.
- Check blow down valve operational.
- Connect valves to rods and fit new split pins.
- Steam reverser to check and nip up glands.
- Move the engine to enable access to remove the horn stay bolts on leading left axle. Ask MPD to check satisfied with rest of horn stay bolts and assist with reaming and fitting as necessary.
- Fit new wood covers to cab sand boxes, clean seats and prepare for revarnishing.
- Prepare front and rear buffer beams for painting
In spite of a weather forecast of gales, snow and lightning bolts it turned out to be a lovely - and in the sun, quite warm - day at Grosmont. Eric Treacy had a succesful steam test although still requiring new motion bushes, the bunker and back of the cab have been fitted on 80135, and No 29 is now waiting for a boiler lift, but the main non-Q6 news was that Clive Goult has left the NYMR. Paul Middleton is acting shedmaster until the new shedmaster arrives from New Zealand later in the year. It all came as quite a shock to us, never mind the MPD staff!
So far as the Q6 was concerned, Jon and I finished cleaning the grooves on the piston heads, a small radius was filed on the top edge where it was missing, and they have now been moved (with a bit of a struggle as they felt very heavy at the end of the day) to stand on woods at the front of the locomotive on their respective sides. Jon also managed to empty out the left hand cab sand box with his supercharged vacuum cleaner. The sand box mechanism has been oiled and now moves somewhat more freely than before, bearing in mind that previously it did not move at all, even when given attention by a hammer. Templates were made for covers for both cab sandboxes to prevent them being filled. Ian will cut them out of plywood in the next couple of days and then fit them on Saturday.
The split pins and nuts were removed from the left leading horn stay bolts marked up as needing checking. On tapping the bolts they were found to be loose and will need replacing: the locomotive will need moving slightly to allow access for the reaming and fitting to be done.
Mike has finished all the cab valves: they are guaranteed until the first steam is raised! The right hand side intermediate axle box lubrication pipes have been removed but the ferrules have yet to be extracted and the left hand side has yet to be started.
Les Harper also called in to collect the formers for the brick arch and took them away to Teesside to be taken on to Carnforth for the K1.
We also had a couple of visitors to the Shed who thought the Q6 was a 'Hall' - well they did come from the wrong end of the country and were looking from the back of the tender. However, in recompense they did put a very large note in the donation box, so all is forgiven.
Andy reports an excellent day working on the Q6 on Saturday, though rather cold, with the best turnout of members to date he thinks. There were a total of eight enjoying the fun, these included Iain Corduex, James Pearcy, Neal Woods, Trevor Wilford, Peter Ellis, Brian Armstrong, Ian Pearson and Andy himself.
Everyone was managed so as to be kept in a job spread all round the engine, with some good progress achieved and some jobs completed.
Iain, James & Neal were kept very busy with cross heads alignment, a most interesting day with lots of measurements taken from the wire set up on the centre line of the cylinders. See photo 4383 ‘the three wise men’. He was pleased they can still have a good laugh after such a cold day on the wire. 'Good progress lads keep it up, the learning curve will not be so steep with the knowledge gained so far'.
Trevor has finished the fire hole door with a new flap and hinges fitted. See photo 4385, testing the flap with the shovel. He then put the holes in the new steam chest cover plate and cleaned up the studs.
Peter has completed the axle box pipes on the leading axle and refitted all the annealed pipes to the cylinder lubricator.
Brian was on top of the boiler cleaning the studs, nuts and old gaskets from the whistle & safety valves. This was a very time consuming job as access is not easy Andy was very grateful for his dedication, see photo 4376.
Ian has pulled all the packing out of the regulator stuffing box and replaced with new see photo 4384.
Andy finished off the safety valves with Neal checking the clearances as a double check. He was also kept busy sorting out jobs as they progressed and tried to sort out future work to keep the enthusiastic workforce busy.
'Thanks for your dedication in a cold workshop today lads, at least we had time for a tea break this week!'
Jobs for Wednesday:-
- Finish cleaning grooves in piston heads and file a small radius on top edge of grooves.
- When finished, move both pistons to front of engine and stand up on woods.
- Fit both valve covers, make sure faces are clean and copper washer in place.
- Fit 12”X12” plywood over sand box covers in the cab to prevent them being filled.
- Remove the split pins and nuts from the left leading horn stay bolts that are marked up in yellow paint, and then tap the bolt to see if it is loose.
- Remove the intermediate axle box oil pipes etc., mark up and put into storage as was done with the leading axle. There are another four flexible pipes on order - thanks to Steve Hyman for sorting out the manufacture and collection of these.
A lovely sunny, but crisp, day at Grosmont yesterday, with 76079 undergoing a steam test, a Network Rail ballast train to Kingthorpe with 10 ballast wagons and two class 66s, the side tanks being trial fitted to the frames of 80135 along with the bunker, and Chris Cubitt and John Bailey (NYMR Vice Chairman and Chairman respectively) removing still more bits off No 29 - there soon won't be anything of it left !
In spite of those distractions, the now regular Wednesday team of Mike Oliver, Derek Shorten, Jon Bradley and myself, led by Ian Pearson, got on with the Q6. Work progressed with the fittings for the new lubrication pipes on the left leading axle box; Mike continued with the cab gauges and now has 6 new packing sleeves in the gauge frames; the injector end caps were fitted; the left hand rear sand box linkages and pipes were all re-connected; the front and rear buffer beams were cleaned ready for prepping and repainting; the pipes under the tender were re-connected; the loco general cleaning programme continued; and, with the construction of yet another sand scooping tool, involving an old tablespoon, a stick and lots of wire and string, virtually all the sand was finally removed from the left hand sand box. This enabled the flap to be freed with the help of a large hammer: Jon is going to bring a non domestic vacuum cleaner next Wednesday to remove the final sand so that we can make sure the flap is moving freely before sealing the sand box to stop the sand being replaced. The intermediate and front sand boxes were checked and all are operating sufficiently well to provide more than enough sand should it ever be required for a locomotive that is normally very sure footed.
With the on site swimming pool, the sand that has been removed could form a beach, with sand castles, to provide an additional under cover attraction for visitors to the Railway!