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Quainton News Archive - Quainton News No. 66 - Winter 1989 / 90
Shed Noticeboard - From the Ashpit - Loco Department News
Following the Chesham celebrations some work was found to be required principally on the big ends. This has been done by our Mechanical Engineer, John Carter, during the week and is an example of how useful it is to have an employee around when the rest of us are employed elsewhere.
Again following this locomotive's abortive attempt to reach the Chesham celebrations due to unexpected boiler problems the opportunity has been taken to lift the frames of this 59 year old for axlebox inspection.
This 115 year old favourite had its boiler lifted out and work had just commenced on its total overhaul when all work had to cease for our preparations for Chesham. Hopefully this can now continue. However 7715 is still at the top of the queue.
The loco department is preparing for a big push on the completion of the pannier (L99) as most of the preparation work was done in the approach to the Chesham celebrations.
Ivatt Trust - Roy Miller
Although this locomotive is complete and received a general overhaul two years before purchase by the Ivatt Trust, some boiler work will now be required and the decision has now been made to defer work on this locomotive until the restoration of tender loco 46447 is complete.
Originally purchased as a better condition boiler for 46447, 41313 has already changed boilers with 46447 and will now form part of a long term restoration project.
This Austerity class loco built by Hunslet awaits retubing.
46447 has been stripped to the chassis; all wheels have been reprofiled by the Severn Valley Railway, journals turned and the axleboxes remetalled. All springs have been reset, and painting of the chassis and wheels progresses prior to reassembly. Many of the fittings and smaller parts have been restored in advance of reassembly.
Since entering service at August Bank Holiday 1988 Peckett 2087 has mainly been in use on the demonstration goods train. However, vacuum brake equipment was fitted in time for the engine to be used on July 9th this year for the diner service. Unfortunately during the afternoon the saddle tank had to give way to Mike Goodwin's BR class 04 diesel due to a hot axlebox. This apart, only minor teething troubles have been suffered, such as leaking whistle valve and the need for new safety valve springs.
It is planned to tackle the axlebox problem during the winter when 2087 will be jacked up in the shed and all four axleboxes remetalled.
After languishing for so long, uncared for, at the end of the site, Bruce Murray was persuaded to put Osram on the new exhibition siding. During a week's holiday it was prepared and painted externally in Great Western green and black, also internally in black and cream, with completion in time for the King launch.
1988 was momentous year for Chislet when she ventured out of the restoration shed on the August Bank Holiday and again on the Enthusiasts Day to grace the down yard under the water tower. Visitors seemed very interested and exposed much film. However, several members were astonished and I believe one worthy Executive member fainted at the sight, having to be revived with smelling salts, but the one who thought she would have caught pneumonia need not have worried.
We used the time out to good effect by getting rid of all the coal brought from Chislet colliery. This was quickly gobbled up by Gibraltar, her crew complaining bitterly about the state of it, but the engine seemed to thrive.
1988 was also the year when the rods were replaced on the engine, two bearings have been remade and all refitted; the rods themselves having been cleaned and polished. Before replacement, all the journals were refitted, necessitating many hours of patient filing by hand. Apart from some help from a few kind members in lifting two of the rods into place again, the rest were done by the two of us entirely by ourselves, using a small two wheeled trolley, some thick rope, a hoist, a small hydraulic car jack and lots of packing timber. Like Easter Islanders we knew that it is possible to lift heavy objects with simple tools, but it does take time, particularly when 'anno-domini' is creeping up as well!
Present work consists of removing and cleaning all lubrication pipes, replacing those stolen years ago; further removal of rust from the bunker, then patching and repainting the inside, and replacement of the left hand injector water pipe which leaks. This is all taking shape over a long time as Reg is involved with the machine shop and assists with Society locomotive work. Janice also takes the minutes and undertakes much Society secretarial work.
Built at the Derby Works of British Railways in July 1963 D5207 was initially allocated to the Midland line at Toton, from where it carried out various mixed traffic duties. It served at several Midland region sheds, mainly in the Manchester/North West area, during which time it was one of the small select band of machines used on the Royal Train prior to becoming electrically heated in 1977. The small disc in the centre of the gangway blanking plate shows where communications cables, necessary for these duties, was carried.
In 1978 D5207 was transferred to Laira for use on local trains and china clay workings out of Parr. It moved back to the North West in 1980, remaining there until withdrawal in 1987. The machine was switched off as surplus at Llandudno on instructions from the BR Board, subsequently being driven under it's own power to Crewe for disposal.
D5207 has a six cylinder Sulzer turbocharged engine developing 1250 bhp. Cylinders are 11in bore x 14in stroke. All electrical equipment is by AEI and the locomotive is fitted with dual air/vacuum train brakes and a Stones train heating boiler. Maximum speed is 90 mph, weight in working order 74.5 tons, tractive effort 47,000 lbs and length is 50ft 6ins. The machine has received a major service including an oil change (100 gallons).
It's blue asbestos was removed by Berrys of Leicester before delivery to Quainton and has now been steamed, run very satisfactorily and subject to a few minor repairs will be in traffic. The principal task now is body repairs and modifications to eliminate the collection of moisture in the body work. Once these have been carried out it will be repainted in the dark green livery with grey roof and small yellow warning panels.
A final statistic is that working at full power with the boiler in operation the locomotive consumes 60 gallons of fuel an hour.
This has passed its bi-annual insurance examination and has been repainted in a darker shade of green. It is in full working order including the two line train air braking and was used to load both the King and its tender in early October.
Text © Quainton Railway Society / Photographs © Quainton Railway Society or referenced photographer
Page Updated: 26 November 2017