As mentioned in the last report, the major project for this year is to get the locomotive boiler into a condition where it can be steamed. We considered several boiler-smiths and obtained quotations, and after a site visit to their works, we signed a contract with Chatham Steam Ltd. to carry out the work.  The staff at Chatham have recently undertaken similar work on another Bulleid boiler and we selected them because of this experience and a reasonable quotation. Most of the work we require is fairly routine for them, although one or two tasks will prove more challenging.

Whilst it is at Chatham, the boiler will be fully fitted out with small and large tubes and superheater elements.  The regulator assembly will be fitted, together with the safety valves, water gauges, blanking plates and other bits and pieces that attach to the pressure vessel.  On advice from other Bulleid owner groups, the superheater header will be removed in order to inspect the condition of the end of the main steam pipe from the regulator. Cracks have been found in this inaccessible section of pipe on other Bulleid locos, and until it’s exposed we have no way of knowing if we have a similar problem. If anything untoward is found, we will have this extra work attended to.

Finally, the boiler will be subjected to a hydraulic test to check for leaks, followed by an initial steam test, again to check for leaks when the boiler is warm and all the steel plate has expanded.  There will be subsequent tests for Insurance purposes to start the “ten-year ticket”, but not until we’re quite confident that it will pass inspection!

Meanwhile work has proceeded on preparing the boiler for its move to Kent. This entails the removal of all the cladding which has been so excellently fabricated, and this job requires great care as the sheets are vulnerable to damage, being large and cumbersome. All the cladding and supporting crinolines have to be carefully marked to try and ensure that it can subsequently go back into the correct original positions.  It’s surprising how much sheeting there is when it all comes down, but it represents several years of effort in manufacturing and installing it in the first place. In addition to the cladding, the manifold shut-off valve and outside ash pans need to be removed. Once the boiler is away we can put the middle ash pan in place and attach the outside pair, as the whole assembly will stay in place once connected together.

In addition to the work on the boiler, we have continued other restoration tasks.  The steam flanges on the steam manifold seen last time have been completed, and blanking plates have been fitted over two unused outlets. More pipe unions have been made for boiler fittings, including blanking plugs for the shut-off valve to the boiler pressure gauge. There are lots of odds and ends like this that are still needed, and we keep nibbling away at the list as we come across them.

On the tender, the three remaining brake hanger arms have had their mounting holes reamed out slightly to get a better fit for the securing pins, and all twelve arms are now in place.  The castings for the tender brake block holders have been delivered to Toddington, and a good start has been made on their machining. We have also received the three tender vacuum reservoir tanks from the fabrication company who welded on the dished ends we had made some time ago, and the various pipe connections have been welded on also.

When the boiler will leave Toddington depends on the time taken to strip its cladding, etc., and whilst it is away the loco will look pretty forlorn.  However, with such a significant development in its restoration within reach, this is an exciting time to be involved with this project and you are welcome to join us; contact can be made via Toddington Station.