Progress

In addition to running service trains on the 10/11 September, 92214 was also used for the Footplate Experience day on Monday 12th.

(Info provided by D. McNab) Although it is acknowledged that the supply of water at the East Lancs Railway is of very good quality as far as the boiler is concerned, a water treatment regime is still used to maintain the ph level (alkalinity) within certain limits, plus to maintain a reserve of tannin in the boiler. This is principally to help reduce corrosion of the internal steel surfaces but also extends the period between boiler washouts...the aim being to achieve 30 days steaming.

The level of total dissolved solids is also monitored, which due to the good water at Bury, only rises slowly. This can be controlled to some extent by use of the boiler blowdown valve but our experience to date has shown that this has not really been necessary. Assistance, advice and the supply of all the items and test equipment necessary to maintain this regime has been gratefully received from our colleagues at the Severn Valley Railway.

The loco has been in service for several weekends in July and August, the last dates being 20th and 21st August and 27th, 28th, 29th August.

The loco was in service on 4/5th June. Over the weekends of 11/12th and 18/19th of June the loco has undergone servicing, cleaning, replacement of cylinder drain cock seals, replacement of the fireman's side trailing intermediate driving wheel spring, and fitting of rear driving wheel flange lubricator (graphite based) assemblies.

Since arriving at the ELR the loco has been in service on 16/17th April (Spring steam gala), 23/24th April, 30th April to 2nd May (Thomas event), 7/8th May, 14/15th May, 21st/22nd May, 28 - 30th May (War Weekend).

Over the period 30th March to 1st April the loco was transported by road from Butterley to the East Lancashire Railway, where it is due to take part in 4 separate events.

Over the winter period a number of items on the locomotive have received attention. These include boiler washout, replacing a broken driving axle spring, rebushing of a brake crossbeam, replacement of tender-engine injector water supply hoses, cross-drilling of the driving axle and pony truck underkeep drain plugs (to make checking for water in the axle oil baths easier), bushing of both mechanical lubricator drive rods and replacement of part of the Steam Chest Pressure gauge piping. The smokebox and firebox/grate have been cleaned and both tubeplates wire-brushed and oil-sprayed. All motion has been sprayed with rust preventative. Cleaning of the loco is ongoing.

92214 ran service trains at Butterley on 23/24 October, service trains + Firework Night shuttles on 30th October and service trains on 31st October. The loco is currently being serviced.

The loco took part in the Barrow Hill 9th and 10th October Steam Gala event. It was then moved by road to Butterley on the 21/22 October and reassembled and prepared to run service trains on 23/24 October.

On Saturday and Sunday 18/19th September, 92214 worked West Somerset Railway special trains between Bishops Lydeard and Minehead to celebrate 150 years since the opening of the Somerset Central Railway. On Monday 20th it ran an Engineman's Special train and on the 21st was used on service trains in place of Standard tank 80136. The loco then featured in the West Somerset railway's Autumn Steam Gala from the 1st to 3rd of October. On Monday and Tuesday 4/5th October the engine and tender were loaded on to trailers and moved to Barrow Hill Roundhouse, where they were reunited and made ready for the photographers days on 6/7th October.

The loco was prepared over the 11/12th September weekend ready for transporting to the West Somerset Railway. The engine was loaded and moved on the 13th, with the tender moved on the 14th.

The 9F hauled service trains on 24th and 25th July, also on 28th, 29th and 30th August (Vintage weekend).

A speedometer has been fitted to the loco, the input being taken from the front tender axlebox.

92214 has now been in service for over 12 months, as it was on July 4th 2003 that the loco first moved under her own steam in preservation.

The loco was in service over the weekend of 8/9th May, with Saturdays train being a Wedding Belle special and Sunday running one of the service trains. Stanier pacific 6233 "Duchess of Sutherland" was also running over both days.

92214 worked three days of the Easter Weekend (steam and diesel) passenger train timetable on the 10th, 11th and 12th of April.

The loco was in action for the Midland Railway gala over the weekend of 21/22 February. Apart from the timetable of passenger, freight and double-headed trains, 92214 was also involved in a naming ceremony at Butterley station on the Sunday, arranged by 'Steam Railway' magazine. The loco carried the number 92250, the name 'Samarkand' and 'Built Crewe 1958' works plate.

The loco worked an evening special train on 12th December and the Santa Special trains over the weekend on 13th-14th December, Santa Special trains on 20/21 December, and the "Festive" trains on 2/3/4 January.

92214 worked two days of normal passenger train timetable over the weekend of 25-26th October when it took part in the Midland Railway - Butterley "Wizards Weekend".

The first steaming was for a private charter on Sunday the 12th October. The train was organised by the group to say thank you to all of the people who have supported the restoration and to give everyone an opportunity to ride behind 92214. The perfect weather, the enthusiasm of everyone involved and a superb loco ensured a great day out.

The second steaming was for a photographers charter on Wednesday 15th October. This event was scheduled from 8:30 am to 6:00 pm.

92214 was coupled to a five coach train and carried out numerous 'run pasts' at several vantage points on the line. These were between Hammersmith and Butterley (across the reservoir) early in the day, starting from Butterley station, approaching and passing through Swanwick junction loop, approaching Ironville (emerging from the cutting) and finishing with Hammersmith to Butterley again as the sun was setting. The train then transported the photographers back to Swanwick, propelled the coaching stock back to Butterley, and finally arrived on shed at 6:00pm. This was a long day in which 4,000 gallons of water and roughly 3.5 tons of coal were used. Judging by the reaction of the photographers the event was a great success.

The loco was lit up on Friday 29th August to prepare for the Midland Railway - Butterley Autumn Gala over the weekend of 30th-31st August. Several tasks were tackled while the engine was warming through, including attending to the grease points and cleaning the engine and tender (believe me, there is a LOT to clean!). The loco was also coaled and watered during the afternoon.

The loco moved off Swanwick Junction shed at 9:45 on Saturday morning and made it's way down to Butterley station, being greeted everywhere by onlookers and photographers. The same working timetable was carried out on both Saturday and Sunday and included hauling the first passenger train of the day, hauling a freight train, double-heading with 3F Tank 47357, double-heading with Standard 4MT Tank 80098, acting as rear banker to 80098 on passenger, and hauling the last passenger train of the day.

The loco was lit up on Thursday 21st August in order to warm it through for the Boiler Inspector's 'fitness to run' examination the next day. On the Friday the pressure was raised to allow final setting of the safety valves. Checks were carried out on the boiler fittings (injector steam valves, clack valves, etc.), smokebox tubes, flues, main steam pipe joint and superheater, firebox tubeplate, stays and joints.

After completing of the tests the Boiler Inspector declared that the loco had passed the exam.

On Friday evening the loco hauled an 'evening special' as it's first passenger train in preservation. Click here for the photo's.

The loco has been in steam over the period 2nd - 5th August. The main reasons for this were to check the firebox arch, adjust the safety valves, check the loco on the points and curves (particularly at Ironville run round loop), and provide another opportunity for crew familiarisation.

A mileage counter has been fitted to the driver's side leading tender axlebox cover.

The smoke deflectors, along with the cylinder steam pipe covers, have been fitted, thus restoring the true outline of the 9F.

The concrete arch has been built in the firebox on wooden formers. After careful preparations, the job took 6 people a little over 3.5 hours to complete. Fifty nine bags of refractory cement and 4 bags of high aluminium (lightning) cement were used, producing an arch that weighs 1.55 tons.

The next job to tackle is obtaining final certification from the boiler inspector.

It gives me great pleasure to announce that the locomotive has finally moved under it's own steam, 23 years after being rescued by the 92214 group from Barry scrapyard and 38 years after being scrapped by British Railways. The group thoroughly deserve the praise received from everyone who admired the superb workmanship that has gone into the restoration.

This event occurred on the evening of 4th July, with members of the restoration group and their families present. The first few runs were confined to a short stretch of track in Swanwick yard to check that everything was working correctly. The loco was then coupled to a guards van and moved out on to the running line for several return trips to Butterley and Ironville.

The loco also ran light engine on the Saturday and Sunday in order for the team to become familiar with handling a 9F, and to get some running-in miles on the clock. The loco ran well all weekend, on Sunday in particular it was noticeable that things are beginning to 'bed in' nicely.

There are two main tasks left to complete - fitting the smoke deflectors and building the firebox arch. After these jobs are completed, the loco should be ready for the boiler inspectors final certification.

Painting of the tender tank interior is completed and the fireman's side sieve box and associated piping has been fitted. The locomotive was shunted out of the fitting shop over the period 27/28 June, to enable the tender tank to be filled with a measured amount of water. This was to check the accuracy of the tender water gauge. The firehole protector and baffle plate are fitted.

Most of the effort is now concentrated on getting the tender complete, however, the familiar "Danger - Overhead live wires" signs have been added to the bottom of the smoke deflectors (by the front steps), near to the clack valves on the boiler, and on the front and rear of the tender.

The exterior of the tender has been painted, "British Railways" Lion/Crown/Wheel transfers applied, and varnished. One of the (2) sieve boxes and associated piping has been fitted. Painting of the tender water tank is well underway. Coupling hook, vacuum pipe and steam heating pipe have been fitted to the tender buffer beam. Lamp brackets and access ladder (to tank water filler) are also fitted.

Work on the locomotive is almost finished. Among the jobs completed since the May 14th report are:- The front buffer beam painted and coupling, steam heating and vacuum pipes fitted. Tender coupled to locomotive and drawbar, safety chains and all piping fitted. Cab fittings completed, crew seating and floorboards are fitted. Locomotive motion de-greased, cleaned and oiled.

Brake rigging on the locomotive has been adjusted. The train vacuum brake parts (except for the ejectors) on the locomotive have been checked, the vacuum being obtained by coupling up a Butterley based Class 25 vacuum brake equipped diesel.

Needle gunning of the tender water tank interior is complete. Painting of the tank interior is expected to take 2 weeks. Preparation and painting of the tender body started on 2nd June.

All of the fittings listed in the May 6th report below have fully piped up and the various control wheels, levers and shafts fitted. As can be seen from the photographs, an enormous amount of effort has gone into the machining of the castings and the manufacture of the piping (all of which was shaped by hand), piping flanges and pipe cones. The philosophy of having all of the parts manufactured and tried in place before the steam test is now paying dividends.

A tremendous effort is also being put in to preparing the tender water tank. The whole of the interior of this 5,000 gallon tank, including the baffle plates, has been needle-gunned to remove rust and scale. This has been a noisy, dirty, claustrophobic job that has taken many months to complete. Following a final wire brushing, the interior is to be painted with a compound to minimise corrosion, with the aim of prolonging the life of the tank.

Fitting of parts continues, including the ejector steam valves casting, carriage warming valve, two live steam injectors, two injector steam valves, injector water valves, boiler water gauge frames, drivers vacuum brake valve, blower valve and sander control valve. Taps in the cab for the 'slacking' pipe and tender coal sprinkler system are fitted.

As can be seen in the photos, the pipework for these items is also fitted. The only pipes left to fit are those connecting the vacuum chamber of the graduable steam brake valve and the connections to the various pressure gauges.

This is the 'final' fitting of components before the loco goes into service, so a lot of time is being spent on coating every bolt and stud thread with copper grease to prevent rust. This will make disassembly of components easier in the future should the need arise.

Treatment of the inside of the tender tank is ongoing - this task is around 80% complete.

Work continues on fitting items on to the locomotive, including the running boards over the cylinders, grate rocker mechanisms, front and rear damper operating gear, steam lance pipework and smokebox side tap, ejector steam pipes (2) and blower pipe complete with cover and drivers pedestal. As the locomotive was built in Swindon a GWR ATC control box will be fitted to the pedestal for authenticity, but will not be a working item.

Treatment of the inside of the tender tank is ongoing - this task is around 70% complete.

Painting has been completed on the firebox backhead, firebox, boiler barrel, smokebox and cab. The cab has been fitted into place on the footplate. The loco is resplendent in unlined black livery.

Completion of the painting means that work can restart fitting items back on to the loco - to date these include the running boards (except over the cylinders), reverser mechanism, steam manifold, firehole doors, firebox side steps, injector steam valve brackets, carriage warming steam valve bracket and ejector elbow to smokebox.

Treatment of the inside of the tender tank is ongoing - this task is around 60% complete.

By mid-March, all 35 superheater elements have been fitted. Blast pipe nozzles and petticoat pipe fitted into the smokebox. The boiler barrel has been painted with primer and undercoat - the firebox has received a primer, undercoat and top coat of paint. Work continues on touching-in areas of the chassis and wheels paintwork.

Treatment of the inside of the tender tank continues - this task is around 40% complete.

Successfully passing the steam test means that the group can forge ahead to the painting stage of the locomotive and tender.

Ceramic fibre insulation material has been cut to shape and fitted to the firebox and boiler barrel along with the cladding sheets and boiler bands. The firebox backhead has been insulated with this material. All of the cladding bolts have been wire brushed and primered, while the cladding and mainframes have been washed with white spirit to remove dust, oil and grease.

The last major job on the tender is currently in progress. This is to needle gun the inside of the water space to remove any rust. Once this task is completed the inside of the tank will be painted with a special compound to prevent corrosion.

Arrangements were made with the Boiler Inspector for Tuesday the 7th of January to be the formal steam test day.

Preparations for this test included moving the locomotive out of the Fitting Shop and near to supplies of water, coal and compressed air. The locomotive was fitted with the steam manifold, one injector, injector steam valve and water valve, gauge glass with associated shutoff and blowdown controls, whistle, rocking grate and control levers, front and rear damper controls, firehole door mechanism, blast pipe, chimney, boiler pressure gauge, regulator valve and operating lever (locked in the shut position) and temporary floor boarding in the cab.

The compressed air supply was connected through a cab mounted valve to the blower ring in the smokebox. This was to enable a draught to be applied to the fire when required to raise steam pressure. The injector would be used to inject cold water into the boiler and thus lower the steam pressure.

As 92214 had not had a fire lit in it for 37 years, great care was taken to ensure that the boiler was warmed up slowly. To achieve this, the fire was lit the previous Saturday. Group members then took turns to tend the fire through each day and night until Tuesday dawned with a thoroughly warmed-through boiler, a full gauge glass and no steam pressure.

After the Boiler Inspector's certified pressure gauge was connected, steam pressure was slowly raised until the safety valves were fully open at 260 psi. Pressure was then reduced to 250 psi (the working pressure) and the safety valves adjusted to be fully open. Pressure was then reduced to check the safety valves shut properly. Several pressure variation tests were then done to check that the safety valve adjustment was correct.

Next, the fire was built up and the blower turned full on to produce a 'full head' of steam. At 250 psi, and with both safety valves fully open, the boiler pressure gauge was monitored to check that the pressure rose no more that 2-3 lbs above the working pressure. In other words, the safety valves were proved to be able to get rid of any excess steam that the boiler could generate.

During the above tests, all parts of the boiler were inspected for any problems.

The Boiler Inspector then carried out a final inspection of the smokebox tubeplate, boiler barrel, firebox tubeplate and stays and declared that the boiler had passed it's steam test.

Tuesday December 16th was arranged with the Boiler Inspector to be the formal hydraulic pressure test day. The test would be carried out in the Fitting Shop at Swanwick.

For the purpose of hydraulic testing, the boiler has to be filled up to the top of the dome cover, to exclude as much air as possible. As water cannot be compressed, and if there is little or no air in the boiler, pressurizing is easy and, more importantly, safe. No compressed air means no stored energy, so the consequences of any structural failure are not dangerous. (You might get wet though!) The dome cover has a small tapered plug threaded in to it, removal of which allows this complete filling. The hole can also be used to attach a pressure connection during testing.

Because the dome hole is used for air venting and connection of the test pressure gauge, the blank where the manifold would be incorporates another connection point, to be used for filling. (In working conditions, steam supplied to the manifold actually passes through a 3 inch copper pipe, whose open end is near the roof of the firebox, at it’s highest point, above the tubeplate).

All other boiler fitting mountings, including the regulator rod stuffing gland and the unused continuous blowdown valve mounting on the backhead, are blanked off - there are 41 washout plugs, 11 mudhole/midfeather doors and 3 fusible plugs fitted. One of the washout plugs screws into an adaptor plate, located near the foundation ring on the fireman’s side. Some former BR regions fitted their 9F’s (and other classes) with a large washout connector, that enabled hot washing out to be done, thus saving downtime at the sheds, however 92214 was not so fitted when in service on the Western Region of British Railways.

The one final requirement before the boiler could be filled, was to make up and fit another adaptor to the mounting for the manual blowdown valve. As this “Everlasting Blowdown Valve” has not yet been tested under pressure, it was been left off for the test. Instead, a normal 1” screwdown valve was fitted in it’s place, to act as a drain valve, for when we need to empty any water out. (Some people take out a washout plug to drain off…..you get wet and it’s pretty irreversible!).

When all the aforementioned work was done, all tubes and flues expanded and beaded, all connections and pipes ready, there was nothing else except turn on the water tap!

Calculations based on known dimensions of the boiler had indicated an approximate capacity of 2150 gallons. A water meter in line with the supply pipe was read and noted…..all we could do was wait.

As the level in the boiler slowly rose, the seams, joints, rivets, stays etc. were carefully checked at frequent intervals. The firebox having had, by far, the most work done, came in for close scrutiny, particularly round the foundation ring, where a lot of welding and tooling up has been done.

As anticipated, there were a small number of minor leaks…..mostly with the lap joints between the inner firebox wrapper and the throatplate and doorplates…..also a few flues at the firebox end.

The Midland Railway Centre locomotive superintendent offered assistance with the lap leaks, lending the tools and demonstrating the technique for caulking the joints. A certain amount of re-expanding was done to reduce the weeping flues - more may be required when pressure is applied.

By the time 1800 hrs came, some 6 cubic metres (1320 gallons) of water had been added, enough to just cover the firebox crown. The tap was turned off until the next morning.

Sunday 0810 hrs, the tap was turned on again and the process of inspection and leak sealing continued.

At 1408 hrs, after some 10.55 cubic metres (2320 gallons, or 10.35 tons) of water had entered the boiler, the air vent at the top of the dome overflowed…the boiler was full!

By this time, any remaining leaks were mere weeps, the advice being to now leave things alone for a few days, to let it settle down, before commencing to pressurize.

The inspectors' calibrated pressure gauge was connected to a fitting on the dome cover, along with a connection from an industrial high pressure pump. After a preliminary inspection of the boiler, the pump was turned on and pressure in the boiler increased in gentle stages, about 40 psi at a time, until the full test pressure of 330 psi was reached and the pump turned off. During this process, continuous inspection of the boiler and firebox, both inside and out, was carried out. The boiler pressure was monitored over a half-hour period to check for any problems (only minor weeps were experienced).

The Boiler Inspector then carried out a final inspection and declared that the boiler had passed it's hydraulic pressure test.

All of the tubes and superheater flues have been fitted to the boiler, expanded into place and tube end beading completed. The blowdown valve, located at the front of the firebox just above the foundation ring, has been temporarily replaced by a water outlet system to allow boiler draining.

One of the injectors and its associated water control tap and steam valve, associated piping and clack valve has been fitted ready for when the boiler is steam tested.

1020 hrs on Sat 23rd November 2002 was a momentous occasion for all present at Swanwick, being the moment of taking the first step in a completely new direction…..