2007 – THE FINAL STRAIGHT!
Motion – By spring 2007 Bedestone had completed the grinding of the inside radius link and it went to I D Howitt Ltd at Crofton for assembly to the radius link trunnions which had been completed by Multi-Tech. All the case-hardened inside valve gear components had been collected from Holts and were at Crofton for grinding. The inside reversing rod lifting arms and cross shaft had been fitted, the reverser cross shaft removed and the arms to drive the inside cylinder reverser and for the balance spring slid on. The final positions would be set on assembly of the rest of the inside valve gear. The inside big end brasses had been finished, machined and hand fitted to the crank pin, and the inside connecting rod had been trial fitted to the crank pin. All the rods and components were weighed and the connecting and eccentric rods swung to determine the pendulum period to permit calculation of the centre of percussion. This was done in the presence of Andrew Hemming, a former marine diesel engineer, who was in the process of finalising the wheel balancing calculations. The oil rod oil box tops had been completed and were fitted to the rods.
Boiler ancillaries – The superheater header casting was subjected to ultrasonic non-destructive testing at Keighley Laboratories and found to be sound. It was sent to Multi-Tech for machining. Great Northern Steam completed the ash pan and it was delivered to Darlington Locomotive Works where it was lowered into place on the frames to check the fit. Good progress had been made with the boiler clothing and the rocking grate lever brackets had been fitted to the back of the firebox. The new chimney pattern was at South Lincs Patterns for casting.
Pipework and fittings – fittings, for which patterns were made by Elsfield Patterns and South Lincs Patterns, had been cast by the latter company. Good progress had been made with the pipe work between the frames. Great Northern Steam was tasked to make a large number of cones, nipples and nuts of various sizes for the steam pipe work. The ex-Sir Nigel Gresley exhaust injector had a mounting bracket made and the rear section of the exhaust steam pipe had been completed.
Brakes and air system – the brake star stay was refitted, and the front pump and two brake cylinder were fitted. Design work was under way to mount the pump governors and for pipe work between the governors and the pumps. Great Northern Steam continued work on the modified cab floor structure design and a trial fit was expected in the summer. A slight re-design eliminated the need for forgings for the brake gear. North View machined the brake lever fulcrum casting which was bolted to the cross stay. Brake hangers, pull rods and compensating levers were made by I D Howitt Ltd, and brake blocks including spares) had been delivered for the engine and tender.
Wheelsets – the wheelsets were sent for balancing at Dowding & Mills. By drilling out a pre-determined number of holes in the back of the balance weights, weight could be progressively added until the desired dynamics had been achieved.
Tender – the Vehicle Acceptance Body agreed the modified tender axle profiles and an amended order had been placed with Firth Rixson. Delivery was expected by the end of February. William Cook Cast Products Ltd (the Trust’s premier sponsor and sponsor of the tender) cast and proof machined all the wheels. The axle boxes were also cast and machined. Timken delivered the Class D cartridge bearings to be fitted to the axles after the wheelsets were assembled by Ian Riley at Bury. The tender brake cylinders and the alternator mounting were fitted to the tender. North View had completed the tender tank base which was moved to Crofton for fitting to the frames which were turned over by crane with BBC Sheffield’s cameraman present.
Quotes were received the cab window frame patterns and castings. Contact was re-established with Romag at Consett for the Group Standard compliant cab glazings. GN Steam added access doors to the under seat cubicles and to modified the under-floor cubicle on the driver’s side to overcome a foul with the reversing bell crank/reversing rod pin assembly. During December the cab window frame castings were delivered to the Trust’s East Anglia group of volunteers which had agreed to make details and assemble them once the main window frames had been machined.
North View Engineering of Darlington completed the tender tank details (coal doors, feed pipe connections, shovel plate etc). A successful water test was carried out. Ian Matthews painted the axleboxes and covers in grey and axles in finished red gloss. Ian Howitt completed the brake gear at Crofton and by the winter of 2007 had completed the spring gear. The main and brake reservoir receivers were fitted to the tender frames.