2013 2014 2015
23rd December 2015
Three of the five driving and coupled axle horn guides and associated axle boxes have ow been completed, and it is now anticipated the engine chassis should be ready for re-wheeling by about mid-January 2016, with the pony truck overhaul already completed and waiting.
5th November 2015
Work on the boiler overhaul repairs is virtually complete with only the blow down flange and a few washout plugs to fit. The dome lid and two blanking plates need also to be fitted as part of preparations for hydraulic test in December.
The super heater elements then need hydraulic testing before being fitted.
The boiler fittings have been examined and a schedule of work required to overhaul them has been produced.
The chassis overhaul is progressing with the replating and machining of all the horn guide faces complete along with work to the axleboxes.
Work has now started to hand fit the axle boxes into their respective horn guides.
The defective rivets found in the frames have been replaced and the chassis is being prepared for painting.
Once this work has been competed the engine chassis can be re-wheeled.
The work required to overhaul the tender has been determined and a quote received from NNR Engineering Department for this work along with the cost to build a new ashpan.
Work still to do includes repairs to the cab, boiler cladding,
lubrication systems, brakes, then the return of the boiler into the frames, reconnection of pipework then further steam testing.
23rd December 2015
The work has been progressing to dismantle and examine the critical items identified in our assessment schedule.
All six driving and coupled axle box leaf springs have now been removed, and it has been found that the leaf spring to the leading driving axle on the left hand side has a broken top leaf. This indicates and confirm that the leaf springs have been stressed as a consequence of the impact. All six driving and coupled axle box springs, along with the two bogie equaliser beam leaf springs are on pallets ready for despatch to a specialist spring company for full examination and testing.
It has been found that the tender tank has been shifted forward by about 1/4" by the impact, and an internal examination has found a number of bracing bars to have fractured due to the surge of water. This has also caused the connection points to the sides of the tender to be flexed resulting in filler to break away and the steel to have pin holed. These will require weld repairs which then has a knock on effect of damaging the paint and lettering. These are going need to be re-plaited and the lettering renewed to restore to original pristine condition.
The bogie has been fully dismantled, and work started on the overhaul of the wheels with the first axle in the wheel lathe for tyre turning.
The lateral slide bronze plates have worn badly and are life expired requiring replacement, along with some remedial work to restore wear on the swivel bearing plates on the underside of the bogie pivot stretcher which fastens beneath the cylinder block in the engine frames.
The retaining pivot pin bolt has been deformed by the incident at Holt and needs replacing.
One of the bogie frames has developed a crack in the corner of the horn guide slot, which is attributable to the impact damage and will need to be ground out and weld repaired.
The winter overhaul work can then continue with the axle boxes being fully re-metalled.
The engine to tender draw links and pins have been mag-particle NDT examined, and there are no immediate signs of damage to these parts.
Regards the maintenance work to the motion, this has progressed well with the relevant valve gear components dismantled, and the expansion links despatched to a specialist Company in the centre of Birmingham for annealing, the slots dress grinding out, followed by them being re-case hardened and the curved slots final fine grinding to the required dimension. New hardened steel die blocks then being manufactured to suit the new slot widths, machined to the required clearance of between 0.003" to 0005".
Given the amount of work that has been identified due largely to the crash damage, along with the winter maintenance work, it is doubtful she will be back before the March Gala.
23rd December 2015
Work has finally been concluded to resolve the screw coupling links that were binding. It is understood that a further set on piston rods metallic gland packings may be needed as the second set are still not proving to be fully satisfactory in bedding down and giving a steam tight seal.
Colin Green at Riley & Son Ltd has kindly provided details of the original set of packings metallurgical composition by using their special device which can analyse the metallurgy of materials without the need to send to a laboratory.
This information is being shared with the NNR Engineering team to help identify the optimum mix for the white metal.
Click for Gallery
7th December 2015
B12 Update with many thanks to Bryan Toovey for the pictures.
The bogie has been removed and stripped down, the piston valves have been removed and one of the pistons also taken out.
The bogie wheels are going to have a skim taken off the tyres, and one axle is seen being put into the wheel lathe.
2nd December 2015
All appeal supporters who donate by monthly standing order will become honorary members of the Loco Club for the duration of their support.
All appeal supporters will be invited to travel behind the engine on a specially arranged day to officially launch it into traffic.
All appeal supporters who donate over £100 in a twelve month period will receive a limited edition line drawing print of the engine.
In 1943 the Railway Executive Committee needed a new design of locomotive that was simple and economic to construct, maintain and operate. The Second World War had brought full austerity and materials were scarce. With invasion plans being drawn up, more engines were needed, and fast.
The War Department (WD) settled upon two variants of the same design. 935 of a 2-8-0 and 150 of a 2-10-0 design were built and both saw use across Britain, Europe and North Africa. They were rugged machines, only expected to last five years.
The M&GN Joint Railway Society's locomotive, Ministry of Supply No.3652 emerged from the North British Railway works in Glasgow in December 1943. It was almost immediately shipped out to liberated North Africa to service the Allied advance on Italy.
Now, 72 years later with the engine back in the UK, we are working hard to return this workhorse of the war effort to steam again. The overhaul is well underway, however, we need one final fundraising push to finish the job.
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