92 SQUADRON, Nº34081
Registered Charity Nº299140


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Overhaul, 2010-2016/7

Photos from 2010.

  • Leaving the NNR
    34081 begins her last journey on the NNR for the time being. With GWR 0-6-2T Nº5619 doing the towing, our loco is seen about to depart Weybourne on 19th May 2010
    Photograph: Steve Dando.
  • 'Steaming' down the A47
    You'd need a long shovel to fire 34081 in this configuration. 34081 and tender head down the A47 near Kings Lynn en route to Wansford on 19th May 2010.
    Photograph: Steve Dando.
  • Arrival at Wansford
    Journey's end. Preparing to unload 34081 at Wansford, NVR on 19th May 2010.
    Photograph: Steve Dando.
  • Removing the pipe runs
    On the fireman's side work has commenced to remove the pipe runs starting with the injector pipes. 25th June 2010.
    Photograph: Kingsley Harris.
  • Cab gauges being removed
    Inside the cab gauges and controls are being removed. 25th June 2010.
    Photograph: Kingsley Harris.
  • Remove brick arch
    Prior to removing the grate, the brick arch needed to be removed. Here is the brick arch in situ. Although called a brick arch, it is not made of brick but fire clay. The large steel sections on the left and right are the thermic syphons.
    Photograph: Kingsley Harris.
  • Ashpan removed
    Concurrent with work on the grate, ashpans were also removed. Here is the fireman's side section.
    Photograph: Kingsley Harris.
  • Removing the insulation
    Steve Dando starts removing the insulation from around the smokebox.
    Photograph: Matt Palmer.
  • Lifting the cab
    Here we see the cab of 34081 about to part company with the rest of the loco on 25th October 2010.
    Photograph: Kingsley Harris.
  • Components refurbishment
    The refurbishment of smaller components continues. Here we see before and after views of the steam manifold and control wheels.
    Photograph: Kingsley Harris.

Photos from 2011.

  • Boiler Lift
    On Wednesday 19th January 2011 we took the major step of lifting the boiler courtesy of the NVR's steam crane. Here we see the commencement of the lift.
    Photograph: Steve Lacey.
  • Brake gear
    Behind the brake gear there is a wired-up cover which gives access to the three throw crankshaft that drives the valve gear. 13th February 2011.
    Photograph: Kingsley Harris.
  • Inside boiler towards firebox
    Lots of detail here. Horizontal and vertical stays, large boiler tubes regulator support 'U' section, main steam take-off for the steam manifold. The small side stays on the left of the picture currently cost £50 each to replace. You can also see where the water level is maintained in service from the deposits on the stays. 24th February 2011.
    Photograph: Kingsley Harris.
  • Ready to move to Chatham
    The NVR steam crane gently lowers the boiler into position for the 120 mile journey south. 16th March 2011.
    Photograph: Steve Lacey.
  • Centre wheel journal
    Centre wheel journal showing the larger diameter for the coupling rod and the smaller for the connecting rod. 13th April 2011.
    Photograph: Kingsley Harris.
  • Boiler at Chatham Steam
    All 144 off tubes removed prior to more inspection of the internals. 19th April 2011
    Photograph: Alan Whenman.
  • Removing LHS con rod
    Gently lowering the LHS con rod onto blocks. 20th April 2011.
    Photograph: Kingsley Harris.
  • Delta truck
    The rear truck removed and looking quite presentable prior to overhaul. 27th April 2011.
    Photograph: Kingsley Harris.
  • Front bogie
    Although straight forward, the eight springs took three chaps over six hours to remove. Corrosion on the long spring links and the castellated nuts was the problem. 2nd November 2011.
    Photograph: Kingsley Harris.
  • RHS cylinder
    RHS cylinder after Phosphoric acid. 2nd December 2011.
    Photograph: Kingsley Harris.

Photos from 2012.

  • Bogie
    The four axleboxes moved inboard and not showing much damage on the wheel journals. 4th January 2012.
    Photograph: Kingsley Harris.
  • Cab
    Taken at another working facility. The cab frame showing the extensive corrosion along the bottom edge. 7th February 2012.
    Photograph: A Collins.
  • Paintwork
    From the back, the rear diaphragm plate. In front, the sump filling trumpet. On the left, the two bogie bearing pads (the bearing surface is on the other side) On the right, the 'U' bracket that the Delta front pivot locates in. In the front is the spacer for the bogie main pin (to be final top coated). 4th March 2012.
    Photograph: Kingsley Harris.
  • Crosshead
    The RHS crosshead was quite loose in the slidebars and the uppermost bearing surface exhibits some weird scores i.e. not in line with the fore and aft movement. Remetalling of this component will be required. 17th March 2012.
    Photograph: Kingsley Harris.
  • Centre drivers
    Centre wheel positioned for both some journal regrinding and painting. 9th May 2012.
    Photograph: Kingsley Harris.
  • Front apron
    Painting has started on the Wakefield lubricator area. The rod coming through from the rear of the area is the valve rod that operates the RHS valve. 6th June 2012.
    Photograph: Kingsley Harris.
  • Front bogie springs
    The bogie springs looking resplendent. It's such a shame they are hidden behind the bogie frame. 27th June 2012.
    Photograph: Kingsley Harris.
  • Delta truck springs
    Brand new Delta truck springs look a treat in place. 1st August 2012.
    Photograph: Kingsley Harris.
  • Delta spring support
    These top hats take the whole load of the Delta suspension, so we have gently skimmed the bearing face to present a smooth face to the spring. We are hoping that with some lubrication it will allow the spring to rotate in compression and reduce breakage in the future. 29th October 2012.
    Photograph: Kingsley Harris.
  • Front LHS chassis
    Nearly ready for painting - just the hard to access area behind the slide bars (on the right) to finish. 28th November 2012.
    Photograph: Kingsley Harris.

Photos from 2013.

  • Wakefield Lubricator
    Nearly ready for painting - just the hard to access area behind the slide bars (on the right) to finish. 28th November 2012.
    Photograph: Kingsley Harris.
  • Tender top
    Nearly ready for painting - just the hard to access area behind the slide bars (on the right) to finish. 28th November 2012.
    Photograph: Kingsley Harris.
  • Cab alignment
    Nearly ready for painting - just the hard to access area behind the slide bars (on the right) to finish. 28th November 2012.
    Photograph: Kingsley Harris.
  • Ashpan
    Excellent progress being made from a 'kit of parts'. The team however needed to manufacture an assembly fixture to ensure dimensional accuracy.
    The welding process obviously produces heat which can cause twist and misalignments. A fixture like this constrains the welded panels and maintains accuracy. When installed, the section nearest the camera is at the cab end. The three holes at the top are for the ash to fall through.
    Bear in mind what you are looking at is 6' 3" (2 metres approx) from front to back and 7' 6" (2.5 metres) wide so not exactly a small job, and a great tribute to the skills of the Top Shed team! 21st May 2013.
    Photograph: Roland Moss.
  • 92 Squadron lamps
    More exquisite work from top shed - two of the telve lamps polished to perfection.
    Just one problem! How do we keep them looking like that unless we 'volunteer' a Wednesday service team member to do the honours? 26th May 2013.
    Photograph: Roland Moss.
  • Completed bogie
    Finished apart from some paint touch up. 28th June 2013.
    Photograph: Kingsley Harris.
  • Tender wheelset
    The axle was grit blasted and after drying was immediately phossed.
    There is still quite a lot of 'crud' in the pockets though. This will still need good old fashioned hard work to remove. 21st August 2013.
    Photograph: Kingsley Harris.
  • Tender water gauge
    Very simple 9" copper float linked to a scale on the tender. No maintenance bronze bearings at either end of the carrier shaft. 30th October 2013.
    Photograph: Kingsley Harris.
  • Home at last!
    Reunited with also Brighton-built Weltrol. It's great to see it back. Now the really heavy work can commence. 26th November 2013.
    Photograph: Kingsley Harris.
  • Stones generator
    The electric output of this generator supplies juice for the following applications.
    Front loco lamps.
    Rear tender lights
    On the tender rear an uncoupling spot light.
    Strangely, no red filters designed in for light engine running - good old fashioned oil lamps used.
    Cab lights for the instruments, the reversing indicator and the tender front - coal hole, and lockers.
    Lamps alongside the driving wheels to aid crews prepping up in the dark.
    There are also some wander lead sockets around the loco again to aid problem solving in the dark.
    The cab is a delightfully warm cosy place to be on a cold, moonlit wintry night in the snow, a good enough reason to join 92 Squadron. Running at 110V AC its output is a mere 7A.
    In the picture above, the small pipe is the live steam inlet whilst the large pipe on the left is the exhaust which actually runs under the cab and discharges into the ashpan. 26th November 2013.
    Photograph: Kingsley Harris.

Photos from 2014.

  • Valve operating shaft
    The actuation shaft for the middle engine valve being withdrawn. 5th February 2014.
    Photograph: Kingsley Harris.
  • Valve link
    The link to one of the valves had slight twist which placed an extra load on its mating bush. New pins were made so the run out could be checked. Made of cast steel, the misalignment was gently eased out with a 50 Ton hydraulic press, using the pin extensions to check for parallelism.
    The link is now spot on and ready to fit. 2nd March 2014.
    Photograph: Kingsley Harris.
  • The smokebox
    Work has started on cutting out the various shapes for the smokebox. Compared to a circular rolled smokebox, the Bulleid box is made of flat, preshaped pieces, à la flatpack, that are welded together within a fixture attached to the front of the loco (more on this in future). The two pieces above are vertical outside plates that are positioned either side of the chimney, the 'pointy' bit forward. The angle is to deflect the wind upwards to reduce smoke drift. 11th March 2014.
    Photograph: John Wood.
  • Cab window frame
    One of the pair of beautifully made, fully dovetailed jointed frames. Both frames fit well. 26th March 2014.
    Photograph: Kingsley Harris.
  • Ashpan, LHS
    Clearly shown are the hopper door opening latching catch. Also damper door with operating bearing holes in front. 9th April 2014.
    Photograph: Kingsley Harris.
  • Reboring the cylinders
    The boring machine is fixed to the cylinder head surface and the boring bar (in the centre) is driven by a hydraulic motor. The screw feed is bottom left. Considerable amounts of cast iron turnings were produced for the whole exercise requiring many hours of brushing out (the air gun would have spread this material everywhere). Eventually gentle air gunning was used to remove as far as possible all chips from the nooks, crannies, valve passageways, cylinder ports and draincock passageways. 12th May 2014.
    Photograph: Tony Edwards.
  • Chimney
    Top Shed repairing/replacing the rusted support ring around the chimney. Probably the largest diameter chimney for a British Locomotive ever made, the smallest diameter is about 2 ft! 10th June 2014.
    Photograph: Roland Moss.
  • Smokebox
    Chimney fitted to smoke box. View looking from front. The two strips are purely bracing for integrity and transport. Not long now. Just awaiting the the boiler fitting. 29th July 2014.
    Photograph: Roland Moss.
  • Grate controls
    We have decided to fit a BR style grate and controls to replace the relatively fragile Bulleid design. These two complex assemblies were made at Top Shed and, apart from painting, are ready to be fitted. Another lovely job by DOC and his team. 10th September 2014.
    Photograph: Kingsley Harris.
  • Brake hangers
    The intermediate LHS rear hanger was fitted prior to the coupling rods being fitted. The rusty looking parts are the the reflection from a sea of Hi Vis clothing. The shiny speedo drive crank can be seen on the rear wheel. 22nd October 2014.
    Photograph: Kingsley Harris.

Photos from 2015.

  • Buffer beam
    Complete apart from a new steam pipe (we will be replacing this well worn one) and vacuum pipe. 4th February 2015.
    Photograph: Kingsley Harris.
  • Ashpan
    The new ashpan buttons just tacked in their positions before it is moved away and they are welded fully for service. The series of tapped bushes across the firebox are for attachment to one of the two diaphragms that control fore and aft expansion of the boiler when in steam. 11th March 2015.
    Photograph: Kingsley Harris.
  • Clack valve
    Fitting inside the body in the previous photo, the one way valve opens as soon as the injected water overcomes the boiler pressure. When the high speed water hits the vane it causes the valve to twist to discourage lime scale building up in local places in the body. This is a very violent process and tends to wash away any crud. The very shallow thread is to assist in driving the crud upwards. 26th April 2015.
    Photograph: Kingsley Harris.
  • Rearward facing view
    View taken from roughly the bogie wheel location. The two wheels are the front drivers with evidence of new brake rigging pins along the sides. The chain that drives the crankshaft is visible in the top cover plate. 36 nuts needed to secure the front cover plate. 31 May 2015.
    Photograph: Kingsley Harris.
  • Tender
    Front face awaiting locker doors and top coat.
    Rectangular cutout is for red water indicator plate. The coal supply plate has to be fitted. Altogether a first class job. The tap of course will be polished in service.
    The three hinged brackets at the bottom are for the fall plate. This allows the shovel plate to be roughly at the same height as the firebox door for easier firing. 24 June 2015.
    Photograph: Kingsley Harris.
  • Oil bath innards
    Apart from a final check and copious lube the mechanisms in the oil bath are completed. For interest from left to right:
    Valve gear that operates the middle valve.
    Valve gear that operates the LHS valve.
    Centre con rod with cross head/slide bar at the far end.
    Chain to drive three throw crankshaft.
    Chain from centre axle.
    Valve gear that operates the RHS valve. 22 July 2015.
    Photograph: John Wood.
  • Boiler
    Boiler being swung into position by the the very recently repaired NVR steam crane. 7 October 2015.
    Photograph: Kingsley Harris.
  • Tender rewheeling
    The tender is lowered slowly after the wheels have been positioned by an experience eye. Alan's in this case. 14 October 2015.
    Photograph: Kingsley Harris.
  • Boiler
    Looking splendid and ready for the lagging to begin next week. 11 November 2015.
    Photograph: Kingsley Harris.
  • Backhead
    Lower cladding complete with firehole door frame fitted. You can make out one of the siphons inside the firebox. The wrap arounds and upper panels to be fitted. The whole assembly then will be ready for painting - subject to ambient temp. After painting, assembly can start on the many control components. Note the turkey (Gregory), on the cab floor which, after stuffing, provided an excellent meal for the annual Christmas meal. 9 December 2015.
    Photograph: Kingsley Harris.

Photos from 2016/17.

  • Superheater elements
    Only two more rows to complete. 27 January 2016.
    Photograph: Kingsley Harris.
  • RHS lube pipes
    RHS lube pipes being reassembled to try and ensure gentle curves. These pipes supply not just the axles and horn guides but the centre piston rod and valve gear not in the oil bath. 3 February 2016.
    Photograph: Kingsley Harris.
  • Oil tray
    This is one of a pair of trays, in pristine condition, that supply all the lubrication for the axle box and driving wheel lubrication. Some of the valve gear parts, not in the oil bath of course, are also lubricated. In operation, the driver fills the all the troughs. Worsted trimmings draw the oil from the troughs to the lower holes which distributes the oil.
    The top holes are vents. The Worsteds are removed from the lower holes at the end of the shift to prevent wastage. 23 February 2016.
    Photograph: Kingsley Harris.
  • Body side
    The classic lines becoming apparent. Note the newly applied Verdant Green undercoat on the cab side. 13 July 2016.
    Photograph: Kingsley Harris.
  • LHS grate
    Apart from the inner firebox, everything in this picture is brand new. The links that rock the grate are awaiting a very hard life. The pipe along the side and top is a mod we have fitted to aid ash clearance. In service, ash collects at the top ends, front and rear and is very difficult to remove. In this fitment, when the loco comes on shed, the hose from the standpoint shoves water through along the front of the ash pan and holes along the cross shaft should dislodge the ash. Then gravity can do the rest. 17 August 2016.
    Photograph: Kingsley Harris.
  • Final touches
    Our highly skilled signwriter, Paul applying the infill that completely alters the lettering and brings it to life. For your edification, the piece of wood in Paul's left hand is known as a 'Derek'. 20 September 2016.
    Photograph: Kingsley Harris.
  • Roof
    Further view looking towards the cab. The two safety valves can be seen along with the main Klinger steam valve on the right. The large circle is the dome for the regulator and has a preformed insulation component to fit on the top. The whistle valve is on the left with the whistle itself in a trough. To get rid of the water that accumulates, a drain has been fitted. The whistle blast also forces the water out. 21 September 2016.
    Photograph: Ian Hatch.
  • Cab
    Not much more left to do in the cab to actually finish. We need a new a deflector plate in the fire hole door, the gauge labels fitted, the speedo fitted, side and rear windows fitted and of course ongoing Brasso consumption. 16 October 2016.
    Photograph: Kingsley Harris.
  • Oil Bath
    On a big loco of three or four cylinders, there would be crank axles, connecting rods, valve gear ----- visible engineering.
    On the original Bulleid Pacifics all this was contained within an oil bath.
    Access to the internals such as oil pump is via the four inspection covers. However on some of those internal jobs with warm oil, the thin apprentice was summoned as in 'Git inside and sort it aht' - as they pronounced it at Nine Elms. 13 December 2016
    Photograph: Kingsley Harris.
  • Boiler Test (YouTube)

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