Preparation of the boiler for lifting and transporting to Chatham Steam has been the centre of our attention this quarter, when the weather has allowed us access.

The sand-box filler pipes needed to be removed to allow sufficient room for the cladding sheets to come off. With the pipes out of the way, each of the remaining large sheets was unbolted and gently lowered to the ground for storage; the largest sheets are on a pallet in Toddington yard, but the smaller ones are stored off-site.  The next task was to remove the remaining pieces of crinoline framework, which generally came apart easily though one or two screws proved stubborn.  Removal of the crinolines saves them from a high risk of accidental damage during lifting and working on the boiler. Also it gives us a good opportunity to de-rust and paint them, as they were still bare steel.

The handrail stanchions and brackets were next to come off, followed by the manifold shut-off valve and the two outside ash pans.  The boiler had then been completely stripped, with the exception of the fire-hole doors which will be needed when the first fire is lit.

With just a little time left before the boiler was due to go away, we carried out some further work on the water gauge flange faces, and re-tapped the mounting holes for the water gauges.  The cab was prepared for lifting, as this would have to be removed before the boiler could be taken off, and we were all ready for “lift-off”!

Wednesday 22nd August was the day when all the planning of transport, cranes, and diesel shunter came together, and the day dawned sunny.  It was a mid-week operating day at Toddington, so we made an early start to get out of everybody’s way before the car park filled up.

The first task was to shunt the locomotive on to the unloading line in the car park, and the cranes were positioned side-on to the boiler. The cab was lifted clear and placed on blocks on the ground, before the boiler could be raised. We used two cranes working in tandem to lift the boiler, to avoid having it swinging round in the breeze, difficult to control. Even a gentle nudge on a fitting by the 18-ton boiler could have proved very expensive indeed.  In the stiff breeze that had developed, which could have proved troublesome, the crane operators controlled their load very well as it was raised clear of the chassis.

The diesel shunter then removed the chassis, and the low-loader backed into place under the boiler, which was lowered and secured for the journey to Kent. After it had gone, the final jobs were replacing the cab on the chassis, and tidying up the site.  It had proved a very slick operation, and cups of tea or coffee were consumed with great relief!

Away from the boiler, the lubricator splitters have been taken apart, overhauled and re-assembled. In fact, re-assembly proved far trickier than dismantling, so we will try to ensure that they don’t have to be taken apart again.

The tender brake block holder castings have now been machined, including making up the anchoring points where the tensioners are attached. One brake assembly was put together, comprising the hanger arm, block holder and pin, brake block, cotter pin, and tensioner assembly.  After a little further fettling and some careful measuring, the geometry worked out correctly, and the remaining eleven assemblies are ready to be fettled and put together.

A trainee blacksmith has kindly forged the parts for the handbrake handle for us, a task which turned out to be more difficult than it might at first appear.  The handle sections were then welded to the central boss to produce the complete assembly.

At present, partly sheeted over for protection of the vulnerable parts from the elements, and minus its boiler and sundry other fittings, the locomotive chassis presents a forlorn sight in Toddington yard.  Lighting the first fire in the boiler since 1964, easily the most significant part of the restoration so far, will take place many miles away and be witnessed by only a handful of people.

However, when the boiler returns and the activity described above is reversed, it will be possible to put the running boards and numerous fixings on the loco for a final fitting. We know they’ll fit because they’ve already been on once, and we should be able to take a lot more steps forward towards our ultimate goal of restoring this magnificent locomotive.

John McMillan December 2007.