GWR 0-6-0PT No.9466

2001 to 2004 Overhaul

This page contains the diary and, where possible, photographic details of the 2001 - 2004 overhaul of 9466. If anyone has any questions about any aspect of the work, they are invited to contact the webmasters via the link at the bottom of the page.

Click here to see the photographic record of the overhaul.

IT IS JUST POSSIBLE THAT SOME READERS OF THESE OVERHAUL PAGES MIGHT HAVE WORKED OUT WHERE WE OVERHAULED 9466. OKAY, IT IS MENTIONED IN THE WEBSITE THAT THE OVERHAUL BASE WAS ON LONDON, BUT WE NEVER ACTUALLY SAID THAT WE DID THE WORK IN THE OLD STEAM SHED AT LONDON UNDERGROUND'S (NOW METRONET) NEASDEN DEPOT. WHAT A GREAT TIME WE ALL HAD. DENNIS AND HIS TEAM WOULD VERY MUCH LIKE TO THANK THE MANAGERS AND STAFF OF THE DEPOT FOR THEIR HELP, KINDNESS AND FRIENDSHIP DURING OUR STAY. IT WAS NICE TO BE ABLE TO KEEP THE "STEAM ON THE MET" SPIRIT ALIVE FOR A BIT LONGER. HOWEVER THE BIG QUESTION MUST BE: "WAS THE TRIP WORKING OF 9466 TO THE P WAY SIDINGS ON THE 23th MAY THE LAST TIME THAT A STEAM LOCOMOTIVE WILL BE SEEN IN STEAM RUNNING ON THE LUL NETWORK?" LET'S HOPE NOT.

W/E 6 June 2004. On the afternoon of Sunday 30 May the first fire was lit in 9466 since her arrival home. This was just a "warming" fire that would slowly warm the boiler up but not make any steam. By doing this the stresses on the boiler are greatly reduced thereby minimising any possibilities of leaks occurring due to the boiler being brought into steam too quickly. This day marked the completion of the overhaul as 9466 entered service the following day. Click here to see some pictures.

W/E 30 May 2004. Apart from starting to tidy up the shed that had been 9466's home for the past couple of years, nothing much happened during this week until Thursday 27 May. This was the day that the lorry arrived to load the pannier for its journey from London back to the Bucks Railway Centre. By early that afternoon the engine was back on the rails in Buckinghamshire, but unfortunately no one who witnessed this had a camera handy.

The following day was quite eventful as 9466 was booked to be weighed. Weighwell of Wakefield had been contracted to weigh the locomotive and Richard duly arrived in his shiny van (not as shiny as 9466!) and set the equipment up. Click here to see pictures of the kit in action. The Weighwell Website also gives a good desciption of the equipment in action. Briefly, the equipment weighs both wheels on one axle at a time. By shunting th eloco backwards and forwards it is possible to determine the weight on each wheel. Then comes the task of adjusting individual axle springs to move the weight of the locomotive araound until the correct weight is on each wheel. This may sound easy but it can take hours to chase the weight around the loco, as springs are adjusted, until the wheels have the right load on them. The job was finished by mid afternoon and Richard was on his way back to Wakefield.

W/E 23 May 2004. This was probably the maddest week of them all. Our leader somehow managed to completely repaint the bunker during this week. Bearing in mind that we all have day jobs this was some stunt! (We had been expecting to take the loco back to Quainton with the rear end of it still in the old paint!). On 23 May we fitted the new rear buffers, fitted 90% of the remaining platework and also light the fire again. This was to be the final steaming date for 9466 in London so that she was to be moved across the site to the loading area. Some shunting was undertaken during the afternoon and by about 6.30pm she was stabled, ready for the journey home. Click here to see more pictures.

W/E 16 May 2004. During this week the sign writer returned and painted the numbers onto the freshly painted buffer beams that had just had "Mr Meanley's improved engine red" applied. Peter also completed the cabside red discs with the "C" superimposed in them. It all looked very splendid. More general painting was undertaken. The brand new brick arch was fitted and looked a treat. The new steam brake lubricator was fitted along with the new steam brake indicator. Click here to see more pictures.

W/E 10 May 2004. The pace was stepping up a gear or two now. Following the initial steam test on 3 May everything was prepared for the insurance company inspector's steam test. Our inspector had been to site a few weeks earlier and had conducted the cold exam and now on the 7 May he was due to return for the steam test. Our leader mad a crack of dawn start again and by the time Bernard arrived there was a good fire with pressure starting to rise. A full inspection of the boiler was made with the locomotive in full steam, including observing the correct operation of the safety valves at the register pressure of 200lbs per square inch. The inspection was a complete success and the appropriate forms completed and issued. The machine was now certified - or was that the crew!! It should also be mentioned that our leader operated the rocking grate for the first time on 5 May in order to clear out the fire from two days earlier.

Not withstanding the boiler test other work was still being done including bolting the top half of the cab to the rest of the loco and adding more platework.

10 May had been set aside for the main running-in turn. Approximately three and a half hours was spent running the locomotive around the site with no problems encountered. Marvellous! Click here to see more pictures.

W/E 3 May 2004. All the cab pipe work was completed and the grate final final final fit completed. Generally the work now consisted of many small items that needed to be completed and over the weekend the list was slowly reduced in size. Much painting of bits, bolting on platework and other sundry items that all go towards completing the locomotive. However she is now substantially complete with re-painting of the cab and bunker as the last major items outstanding.

The moment we had all been waiting for arrived on 3 May when Dennis and your webmaster lit the fire for the first time. Steam was raised over a long period of time so that everything had a chance to slowly warm through and therefore keep the stresses and strains to an absolute minimum. Late that afternoon the regulator was opened for the first time and a few chuffs up and down the 50 yards or so of track available to us indicated that the loco had been re-assembled correctly. Phew, what a relief! Click here to see the first pictures of the old girl in steam. Also click here for news of the first running dates for 9466.

W/E 25 April 2004. The signwriter finished off the "GWR"s and shed codes. The tanks were varnished, and running plates prepped, various tank related bolts and studs fettled in readiness for fitting the tanks. The rocking grate lever bits were manufactured. THE TANKS WERE FITTED ON 23 APRIL. The balance pipe between the tanks was fitted. The new buffers assembled and fitted to the front of the loco. The injectors were fitted along with the associated pipework. A start was made with the cab fittings and pipework. The tanks were filled in preparation for the first steaming trials. Click here to see the latest pictures taken this month.

W/E 18 April 2004. The left hand running plate was undercoated. The blast pipe bolted down and both main steam pipes installed and bolted up. The cab front angle bracket fitted and bolted up. The tank rails painted. The brake controller was fitted and various bits painted. The damper doors, second clinker catcher and the damper linkageswere fitted. The piston rod and valve rod stuffing boxes were packed. A start made on fitting more of the cab controls,firedoors & linkages. The tank pedestal stud threads were cleaned up and another round of torquing up the cylinder head bolts. More running plate was rubbed down. The signwriter started painting the "GWR" on the tanks.

W/E 11 April 2004. The boiler keys and grate support bracket were manufactured and a trial installation of the grate completed to determine the shape for the operation lever. Topcoat applied to the firebox and boiler cladding sheets. Final fit of rocking grate - things ground and cut to fit. The front damper ash deflector plate bolted on. More bolts applied to the cab sheets. The last pieces of the firebox external cladding completed. The blast pipe bottom section installed and the cab internal cladding begun.

W/E 4 April 2004. The bracket bolts on the front of the tanks were released by sending a slim person into the cramped confines of the water containers.(Thanks Matty!). The blower ring final fix and boiler holding down brackets fitted and painted. The new cladding shoulders were made to fit (much grunting, sawing, filing and drilling plus loadsa running up and down ladders). Much painting. Final fix of top half of cab started. Both new lower side sheet butt strips fitted and final fitting to boiler completed and lagging applied. Butt strips fitted to bottom of elephant ears after locating all necessary holes using the throat plate cladding sheet. First coat of gloss rubbed down on one tank. Click here to see the latest pictures taken this month.

By this stage of the job there is stuff happening almost 7 days a week. Therefore I will for now on just list the work that we have been doing during the week leading up to the diary entry date!

28 March 2004. The third ring of cladding and lagging was fitted to the boiler barrel . The reverser reach rod was re-fitted for the last time. The smokebox saddle bolts were fully fitted and tightened. The main steam pipes were readied for fitting. More work was undertaken on the tanks and a start made moving the grate components into the ashpan. Click here to see the latest pictures.

23 March 2004. Today was "B" day! The shed was cleared so that the frames could be moved out into the daylight for the first time in nearly two tears. The boiler was un-sheeted and the old gloss paint on the firebox side cladding sheets flatted down to match the front two rings around the boiler that were rubbed down a week or so earlier. The tanks, which have been sat outside for a long time, got the same treatment. The cab roof and the ashpan were moved ready for the lift. The crane arrived at 2.15pm. First off the boiler was lifted off its cradle and held in mid air while the ashpan was fitted. Then the boiler was lifted into the frames. Even with all the new layers of paint it fitted perfectly first time! The cab roof was then lifted into place. Once the crane had been despatched the tanks were moved into the shed, after the now heavier loco had been winched back under cover. Other minor jobs were completed to round off a rather satisfying day. Click here to see the latest pictures.

21 March 2004. Today we made the final preparations for re-fitting the boiler and cab. The ashpan was modified with some new holes cut to accommodate the rocking grate mechanism. The cab roof was gloss painted internally. Final adjustments were made to the big ends and the cotters were fitted. The piston and valve rod stuffing box lubrication system was re-installed. To make the boiler lift easier the valve gear reach rod was taken off and the rocking grate dismantled. A temporary front hook was installed to aid dragging the frames out of the shed. New smokebox saddle set screws were screwcut.

14 March 2004. So that we know exactly what the valves will be doing at each notch of the reverser, the valve cut-offs were measured - this involved many rotations of the driving wheels. The crank pins were aligned and the side rods refitted. The crank pin collars were reassembled and the gradient pins fitted. The centre wheelset spring hangers were reset and the frames finally lifted off the packing blocks so that once more they were truly sitting on the ground. The piston rod to crosshead cotters were banged in tight. The front valve rod cover was fitted. Click here to see the latest pictures.

6 - 7 March 2004. With the boiler still out of the frames the opportunity was taken to re-run two of the AWS conduits. Serious cleaning of the under floor areas in the cab took place and the final valve timing was completed. The locomotive should go like a rocket after all this work! The rear brake rods were fitted. More bits were painted.

27 - 29 February 2004. The coupling hook slot in the front buffer beam was welded up to bring the size of the hole back within tolerance. Two sets of draw hooks also received the delicate touch from the welder. The rocking grate rods were finished. A trip to York saw the return of the refurbished valve rods which were then quickly painted. The valve gear was re-assembled for hopefully the last time and a start made on measuring the events. The smokebox saddle bolts and nuts were refurbished, the coupling slot filed and more painting.

22 February 2004. Much painting. The freshly returned main steam pipes were annealed and a jigsaw of coupling hooks and links created!?! The smokebox saddle bolts were cleaned and fettled. See some more pictures here.

17 February 2004. The hydraulic tests on the main steam pipes were successful.

15 February 2004. The one piece long vacuum pipe was re-fitted. The cab roof sliding hatch was re-assembled and fitted into its runners. The piston rod stuffing boxes were refitted and the little ends fully re-assembled. Some more rocking grate bits were cut out and readied for welding. The cab interior painting progressed and the steam pipes prepared for dispatch for hydraulic testing.

7/8 February 2004. The rocking grate rods were trial fitted amid the sounds of a man recreating the art of the blacksmith. The steam heat pipes were painted and refitted. The front vacuum pipe swan neck was temporarily fitted and the long main vacuum pipe also painted in readiness for installation next week. The speedometer drive was re-fitted and the cabling run back through the relevant conduits. More general painting. See some February pictures here.

1 February 2004. The displacement lubricator was cleaned up, checked over and refitted to the backhead. Some more cladding work was also done on the backhead. The stuffing box oilboxes were refitted to the backs of the leading splashers. More painting.

25 January 2004. A start was made on the rods that will operate the rocking grate, metal was cut to length and drilled. The sunshine encouraged some alfresco paintworks.

18 January 2004. The chimney was refitted and a start made on fitting out the smokebox with various bits of pipework and the blower ring. The valve gear was stripped out for final painting. The front cylinder covers were fitted and new steam pipe studs fitted to the cylinder block.

11 January 2004. More attention to the paintwork on the cab structure. The new rocking grate brackets were finished and looked rather impressive to say the least. See a pic of the job so far. It will be a shame to think that the vast majority of people who will see the loco in steam will have no idea about this spendid but out of sight engineering modification. Final fettling of the chimney was completed and the last coat of primer applied. Stripping out the valve gear (for the final time!) was started so that the painters can have their wicked way with the paint brush.

4 January 2004. Work was concentrated on the inside of the top half of the cab - cleaning, rubbing down and painting. A few new pics added.

2 January 2004. A start was made on preparing the cab for the attentions of the painter. At the other end of the shed, more measuring and cogitating of the valve gear.

28 December 2003. Paint was applied to the cab roof exterior and the valve gear parameters were measured.

21 December 2003. The securing bands between the smokebox and first cladding ring and between the first and second cladding rings were fitted. Studs on the front of the valve chest were removed. Final comsmetic work on the chimney was completed (apart from painting). The top half of the cab was moved into the shed for cleaning and painting. The new rain strips on it look nice. Here are a few December 2003 pics.

14 December 2003. The second ring of boiler lagging and cladding was fitted.

9 December 2003. Work continued on various components for the rocking grate. The little end assemblies were completed.

7 December 2003. A start was made on refitting the firebox cladding.

3 & 5 December 2003. The reverser reach rod holes were reamed to fit and the return spring assembly dismantled. The reverser balance spring tube was rebored and bushed. Both big ends were re-assembled and fitted up to the crank axle.

25/26 November 2003. The errant eccentic rods were adjusted and the front section of the reverser reach rod re-engineered. Here are a few November 2003 pics.

23 November 2003. It was an awful wet day. Many things were painted. The loco was levelled and the driving wheels were put on the rollers and the mid gear position was set.

18 November 2003. More cladding sheets were prepped. The remaining valve gear was fitted and the required delicate adjustments were noted down.

16 November 2003. The front ring of the boiler was fully lagged and clad. Some of the valve gear was erected.

9 November 2003. The cladding sheets prepped and primered. Some delicate adjustments were made to one of the eccentric rods and I am sure that one member of the team had an evil grin on his face during this work. The front buffers were removed as the opportunity to obtain some new super duper shiny heads had recently been taken, Some remedial work on the chimney is required and so "the treatment" was started. Also some delicate alterations were made to the left hand expansion link. A big breakfast was consumed with much tea.

3 - 5 November 2003. Loads of material and equipment moved around the country, for both 9466 and another minor locomotive restoration project with which Mr Howells is involved. Our pannier now has lagging and a new brick arch in stock awaiting to be fitted. "Work" was done on the eccentric rods.

1/2 November 2003. Flatted and painted the smokebox again. This is going to be done a number of times in order to produce a nice smooth surface for the final coats of paint. The hornstays were fitted and the final brake bits refitted. The engine was pushed onto the pit by hand - thus proving that the axleboxes atc. are fine. A major re-organisation of the shed was also completed as we were in danger of getting ourselves in a shed load of a muddle.

26 October 2003. Various paint jobs. The eccentric rod taper pins were fitted and expansion link joints eased to fit.

19 October 2003. Various paint works. The axlebox horn felts were fitted to the axle boxes and the axlebox covers fitted. The reverser reach rod was fitted and the frames lowered onto the springs.

10 - 12 October 2003. Various re-assembly works. The firebox crinolines were extracted from the store, cleaned and primed. The firebox door runners which had previously been re-engineered were adjusted to allow the doors to actually slide prior to being installed. The axlebox covers were trial fitted.

4/5 October 2003. The steam chest seal was checked for steam tightness and the remaining brake hangers were fitted. More paint works.

2 October 2003. The brake shaft installation was completed, more painting done and two brake hanger brackets were adjusted. As one would expect various painting works continued.

28 September 2003. Brake shaft partially installed, reverser weighshaft fitted, reversing lever back section fitted, breakfast eaten, some paint chipped, frames jacked up and down and the wheelsets installed. Four brake hangers fitted, cladding sheets moved around in preparation for painting, side rods moved around, much tea taken, drain cock rods extracted from storage, vacuum pipe resuspended for painting, connecting rods refitted with much nervous energy expended and a bit of filing.

21 September 2003. The smokebox was flatted off and reprimed and the boiler crinolines repaint was finished. Here are a few September 2003 pics.

18 September 2003. Various painting jobs were completed. A start was made refitting the steam heat pipes. A seized nut on some damaged thread on one of the spring hangers was loosened and the thread re-cut.

7 September 2003. All main frame outside surfaces were undercoated.

5 September 2003. More rivet head painting, the running plate was bashed (not my words!) here and there, and the grate pattern adjustments checked.

3 September 2003. Painting the boiler in topcoat was finished along with the ashpan. The new rivet heads were painted and the outsides of the main frames were prepped.

31 August 2003. Prepared and primed the crinolines for the boiler. The smokebox was flatted and reprimed. More of the boiler and firebox was top coated.

29 August 2003. Tyseley Locomotive Works staff returned to complete the rivetting of the running plates.

24 August 2003. The smokebox was flatted and reprimered and the boiler barrel was top coated.

17 August 2003. The smokebox grit blaster came at 08-00hrs and the smokebox and door, boiler front ring, ashpan, chimney, and various other bits were all blasted spotless by 10-30hrs. All of that lot was primered, half a ton of sand and dust swept up, the backhead wire brushed and primered, and various other painting jobs and the ashpan stud holes retapped. Brunch, lunch and tea were consumed - all done by 16-30hrs! What a good day!.

9/10 August 2003. The rocking grate fabrication design continued on someone's kitchen table (sorry Jane!) A mock up of the main bracket was built. More boiler wire brushing and priming was completed. The ashpan was de-scaled.

3 August 2003. Yet more wire brushing and priming of the boiler.

27 July 2003. More brushing and painting of the boiler. Here are a few July 2003 pics.

20 July 2003. Work started wire brushing and priming the boiler. The inside of the smokebox was painted white so that anyone working inside it will not get filthy dirty. Don't shout about it, but a rocking grate is going to be fitted so, measurements were taken so that the fabrication details can be worked up.

15 July 2003. The chaps from Tylesley Loco Works started rivetting the running plate.

14 July 2003. THE BOILER HAS LANDED!

13 July 2003. A lone figure was apparently drilling things...........

28 June 2003. The rear end of the cylinder block was relagged. Various minor paint jobs were ongoing. The right hand running plates were drilled and screwed in place in readiness for rivetting. The ATC shoe bolts were pin drilled and pinned and the ATC shoe retraction block progressed. One eccentric strap was scraped to improve fit. Here are a few June 2003 pics.

22 June 2003. The valve guide lid was refitted. The valve rod extensions were installed and the valve rod ends fettled. Much painting done. The front coupling was dismantled.

15 June 2003. The right hand running plates were refitted. The front coupling was removed. Loads of painting and prep work.

8 June 2003. The valve box bottom half was re-machined and fitted. More painting.

2 June 2003. Painting.

25 May 2003. The re-machined valve box was returned. After re-fitting the right hand piston and crosshead, the valves were temporarily put back in the block. This was to allow the valve box and valve extension rods to be fitted so they could be checked for alignment before final fitting. Here are a few May 2003 pics.

18 May 2003. The working party this weekend took on a somewhat international flavour because "Dutch" Ian was able to make it for a couple of days. Great to see him! Having "Dutch" around spurred the team on with the result that the left hand crosshead and piston were re-fitted and the vaccy pump was also returned to its rightful place. The eccentric rods were rebushed during the week.

11 May 2003. More painting and prepping. Various smaller components worked on. Being a bit coy about the work done this week as the mechanical engineer's overhaul diary is a bit vague!!??!!

5 May 2003. Right hand engine slide bars were re-fitted and aligned. The crossheads having been previously machines were scraped to final fit and the felts measured and made.

27 April 2003. The two remaining sections of running plate on the left hand side were fitted and bolted down ready for the riveting man. The reverser lever was re-fitted. More painting. It will get more exciting! Here are a few April 2003 pics.

20 April 2003. Eccentric straps fitted along with the last remaining spring on the right hand driving box. Both left hand slide bars were aligned. Oh, and just for good measure some more painting was done. During the previous few days the valve box received new white metal.

13 April 2003. The first section of the left hand running plate was placed back in position and temporary bolts fitted in advance of a visit from the rivetting man, i.e the man who rivets, not someone who can keep you spellbound for hours. More painting......

6 April 2003. The valve extension rod box went off to be tinned and returned looking luverly. The chill for casting the white metal in it was also finished. The ATC plunger box thingy was fitted to the ATC tray and the bolts were pin drilled and re-fitted. The first set of eccentric straps were trial fitted. The last axlebox was also fitted.

30 March. Some re-arrangements of the larger components that are currently stored outside the shed needed to be undertaken - we need to keep our landlord happy, cos he is being very kind to us. The cab roof rainstrips were removed to enable the rust forming underneath them to be eradicated. The last bits of the wheelsets were painted - the crank webs are now red. Hooray!

23 March. Work done in this week included taking down the slide bars, cleaning and more measuring. The re-white metalled and machines eccentric straps returned and to celebrate this some more painting was done. The last axlebox awaiting fitting was also scraped in.

15 March 2003. Whilst some of the team enjoyed the delights of the SVR Spring Gala, those that were left made the gaskets for the axlebox covers and took down the two bottom slide bars in readiness for fitting new shims. The crossheads were also measured to determine the amount of skimming required to the white metal. See a couple more March 2003 pics.

9 March 2003. More painting and derusting etc. Hopefully things will soon start being re-assembled! During the week things were collected and dispatched - the pile of refurbed bits is growing well. Plans started to be made to get the boiler up to London soon.

2 March 2003. Derusting and a start made on painting the undersides of the running plates. Various things were measured..... Here are the first couple of March 2003 pics.

27 February 2003. Roger spent the preceding two days at Bridgnorth doing things to the grate and then warming the boiler through because the 27th was the day of the steam test. It passed. Well done to the lads of the boiler works on the SVR - another quality job. See more February 2003 pics.

24 February 2003. The remaining running plates were removed. The piston rod stuffing boxes were dismantled while the cylinder end covers were removed. The pistons were extracted. The bores look good but now we know why the choo goes so fast!!!

16 February 2003. Painting, rubbing down and gasket making were the tasks of the day. Marie cooked a lovely brekky for everyone.

9 February 2003. During this week the first section of the running plate was removed. Corrosion was revealed thus vindicating the decision to do this task. More cleaning and painting and measuring of things.

2 February 2003. The final two axleboxes were cleaned, ready for re-fitting to the driving wheelset. See the February 2003 pics.

30 January 2003. A successful hydraulic test of the boiler was conducted today at Bridgnorth in the presence of the necessary authorities. Sorry, your web master was unable to be there and take pictures.

26 January 2003. The rivets securing the running plates to the frames are gradually being removed. We want to take the running plates off so that any corrosion that may be lurking between these plates and the brackets they sit on can be dealt with. A start was made on painting the crank axle webs.

19 January 2003. In the preceeding few days the valve guide stuffing box bushes were completed and fitted to the loco. The frame cleaning was finally finished. The leading and trailing wheelsets had their underkeeps, springs and horn stays assembled. The valve extension rod box was removed for rectification (oh, that's a long word!).

12 January 2003. Rog returned from New Zealand on the 8th and has already been to the depot twice! Fantastic. More cleaning and painting was done today - we will be dreaming about frame cleaning before long! But the end is in sight since the insides are now complete. Undercoat should be appearing on the right hand outside frame soon. More January 2003 pics are here.

5 January 2003. Today was a psychological breakthrough for the team. The first components were refitted. The leading and trailing axleboxes were re-fitted to the axles WITHOUT scratching the paint, after the journals had been polished and new felts fitted to the boxes. Marvellous. Simon is now expert in the art of felt cutting but, tragically, at the expense of Marie's chopping board. The boxes have yet to have the underkeeps fitted so are temporarily held in place with some planks of wood that are clamped together. The left hand outside frame was top coated in black. See the January 2003 pics.

Late December to 3 January 2003. There was plenty to be getting on with to help lose those few extra pounds that went onto the waistlines over Chrimbletide. Messiest job must have been cleaning the axleboxes in readiness for re-fitting. The leading and trailing boxes were completed along with the underkeeps, spring hangers and lids. George and Marie finally displayed the contents of several boxes that they have been bringing onto site recently - a small cooker, pans, plates etc. Cooked breakfasts are now available - hurrah! I was a bit optimistic about the amount of frame cleaning left to do - it seems the more dirt that is removed, the more there seems to be. The left hand outside frame is now in black undercoat and more red has appeared inside. Many other components are being cleaned and readied for re-assembly. One half of one wheel remains to be top coated. More pics for December 2002 are here.

22 December 2002. Today was a cleaning and general pottering day. All the wheels are now in black - four in top coat and two in undercoat. External frame cleaning is now about one day away from completion. The insides of the frames are progressing well with time being spent on the spring hanger bracket castings. One axlebox was dismantled to retrieve the old felt pads from the horn faces and the underkeep and also to remove the old gasket from the cover. These will be used as patterns for their replacements. To help keep the festive spirit up a rather large quantity of mince pies was consumed and thus someone's diet went right out the window! Oh well, it is Christmas. See the December 2002 pics.

The team in London wish to send Christmas cheer and seasonal greetings to our temporary kiwi (please remember to come back Rog) and also to the Dutch contingent of the 9466 group, Ian.

Daily from mid December 2002. Daily working parties have been taking place in order to speed up progress. This has really been the effort of one man - a very splendid fellow.

6 December 2002. The crossheads were removed, but in order to get the left hand one out, the vacuum pump had to be removed. This one sentence does not do the physical effort involved justice.

27 November 2002. Hurrah! The deed was done. Following a call to Tyseley Loco Works on Monday, a mysterious collecting agent was at the door of Mr Meanley's office early on Tuesday morning to collect the TLW crosshead splitter. A circuitous route via Oxfordshire, Buckinghamshire and Hertfordshire saw the tool arrive at the London base this evening. The tool proved to be easy to use and very very effective. The result was more time spent drinking tea than splitting crossheads. Marvellous. Thanks to those at TLW who made it possible. Cheers lads.

24 November 2002. Attempts to split the crossheads from the piston rods using the correct GWR equipment failed to achieve anything, except a sweated brow. So we gave it up as a bad job and continued with the wheels and frame cleaning. Plans were hatched to see if we could remove the crossheads by other means.

16 November 2002. The last pair of wheels have now received the final heavy rub down and paint is now being applied. Cleaning outside the right hand frame is also happening. A start has been made drilling out rivets on the running plates. This will allow the plates to be lifted so that corrosion can be arrested in those difficult to get at areas. A tricky task was to remove the vacuum pipe that runs the length of the left hand running plate. This pipe is in one piece and care was taken not to bend it. A trip to Bridgnorth early last week got boiler fittings transported in readiness for the steam test - this will now most likely take place in January 2003. The safety valves were inspected and the necessary repairs agreed. A new "turn a wheelset on the spot" device has been erected and this makes for easy rotation of wheelsets. This device is being trialled to ensure correct operation before being used on a rather larger design by Mr Collett. See more November pics. Finally, the team wishes Dennis good luck for Tuesday when he visits Buckingham Palace to receive his MBE from the Queen.

10 November 2002. The blower ring returned complete with its new blower pipe connector fitting - the old one was corroded beyond repair. The wheels continue to receive "the treatment" and hopefully the end is now in sight. See the November pics.

3 November 2002. Sorry for not having provided updates recently. I will attempt to summarise all that has been happening over the last six or seven weeks. Some pictures have been added for October 2002 and some more for November 2002.

All brake hanger brackets are now off the frames and being rebushed. A start has been made on re-fettling the regulator header. All the eccentric straps now have new whitemetal shells fitted and are away for machining. Rumour has it that Rog even CLEANED the straps!! The lifting links have been returned with new bushes and look rather fine. The eccentric rod bushes are next for the same treatment. The valve box is being checked for wear and is expected to require remetalling. To get the correct dimensions involves refitting it to the motion bracket and tying lengths of string through the steam chest.

The axles, crankpins and gudgeon pins have been MPI tested and declared sound and fit for use. Much painting has been going on and the first top coats are appearing on the wheels. Nice! Roger has designed and made a rather splendid tool for cleaning up the angled conical main steam pipe joint faces on the cylinder block. It works well. Look in the October pictures for some shots of Rog and the tool in action. Other GW inside cylinder loco overhaulers please note that Rog and his tool are available for hire!

The boiler overhaul is all but complete now with the remaining stay nuts fitted, new tubes fitted and some other welding tasks completed. A new smokebox has not been fitted because once the boiler had been removed from the frames it was clear to see that whilst a nice idea, a new one at this time is not necessary. The next tasks are the hydraulic and steam tests and hopefully dates for these jobs will be fixed in the next week or so.

Steam returned the depot on 27 October - see the November pics.

15 September 2002. Rubbing down, filling and painting are the current tasks. The wheels are starting to come on well and the team are glad that we are overhauling a pannier and not a 9F! All the wheels are at different stages of completion but the beginning of the end is in sight. The mid week working parties are doing sterling work finishing many of the smaller components ready for the day we start to re-assemble the loco. One minor disaster today was that no one remembered to bring the choccy biccies. We are having next weekend off to go to the Severn Valley Gala and ride behind 5764 and 7714 who are booked to do some double heading. A few more new pictures are here.

8 September 2002. Work continues. The reverser reach rod is now fully re-fettled and back to drawing for the first time in many many years. Cleaning and painting continues with good progress on the wheels. Still more bits come off the frames - this week it was the turn of the reverser weighshaft and also the brake hanger brackets on the left hand side of the loco. Work is also progressing with measuring up the valve extension rod box that is fitted to the motion bracket to determine the levels of wear. Finally, tea consumption is holding up well. There are a few new pictures here.

11 - 15 August 2002. These few days have been spent at the Severn Valley Railway replacing the firebox stay nuts - all 478 of them! The SVR are in the middle of overhauling the boiler and it had been arranged for us to die down the side stay threads and fit the new stay nuts. The SVR boilersmiths had already completed the 'orrible task of removing the old nuts. While we were there Dave Howell, one of the SVR boilersmiths, was fitting the new crown stays. The August photo section has pictures of the stay nut work and also has a number of pictures showing Dave fitting the crown stays. By the way, one of the team was making the stay nuts while other were fitting them. We must say a big thanks to the guys in the boilershop for their help and friendliness and particularly to Graham Beddoes and the aforementioned Dave for permission to take photographs and publish them on this site. Cheers guys.

4 August 2002. Cleaning the outside of the frames is the order of the day. This is straight forward where the cleaners over the last seven years has been able to reach. The really nasty and awkward bits are the underside of the running plates and the insides of the splashers which have been largely inaccessible with the wheels in place. Two thirds of one side of the loco frames has been completed. There are some new pics - click here for the latest ones.

21 July 2002. Work continues on the boiler at Bridgnorth. The smokebox has been fully assessed now that the boiler is out the frames and is in fact serviceable for another ten years. A new smokebox will therefore not now be fitted. In the last couple of weeks the wheels and axleboxes have been steam cleaned. Many of the smaller components removed from the loco have also been cleaned, inspected and are now being painted. The axles are being prepared for testing. The ashpan damper doors have been repaired. The reverser reach rod is having some work done on it to return it to drawing. This is an intricate task that involves the delicate use of equipment such as a large vice, even larger hammers and a gas axe. The shed in which the loco is housed has been tidied and the contents moved and arranged to make the work environment more conducive to drinking tea and eating chocolate Hobnobs. Sorry no new pictures taken.

29 June 2002. Working parties are continuing during the week with recent emphasis on tidying the shed and painting loco bits. Today's specific task was to lift the frames and and remove the wheels. This was done by hand - see pics. Not only did we get the wheels out but the springs were removed and the axleboxes taken off the axles. Not bad for four of us. Cheers for your help Paul.

16 June 2002. Work continues at the new base where most of the major components are located - only the boiler is absent. Work has been proceeding here for a few weeks as parts of the loco have been gathering. Cleaning, de-greasing and component assessment has been the order of the day. Preparations are now being made to lift the frames again to release the wheels. Some pics were taken.

With the loco now in London people will be working on it at least two to three times a week. Therefore your webmaster has decided that in future only significant progress and events will be posted here, otherwise things might get rather boring for the reader!

12 June 2002. The frames were relocated into the restoration base. It is a great relief to have them nearer home!

10 June 2002. The wheeled frames were moved from Bridgnorth to London on a low loader. However, it will not be until later in the week that they finally arrive in the building that will be 9466's base for the next year or so.

28 May 2002. Although nothing specific happened on this day that is worth reporting, it does stand out for one thing. After trying, and failing, to see the boiler on a Sunday at Bridgnorth, a mate of mine called to say that he had been on a special trip to the SVR and had been on a guided tour around the boiler shop. Dave Morphew has kindly sent me a couple of pics of the 94's boiler that he took on 16 May 2002 and said that I could post them on the web site. Cheers Dave, I owe you one! Click the photos link above to see the pics.

26 May 2002. During the preceeding week the frames were reunited with the wheel sets and the side rods put back up. We now have a rolling chassis - hurrah. Work today concentrated on replacing split pins to the refitted springs and the horn stays and also fitting the taper pins to the side rod washers. There was a general tidying up and making the frames ready for the move to London in about 2 - 3 weeks time. Today was the last official working party to Bridgnorth. There are even a couple of pics - but none of the the boiler though.

All of us associated with 9466 would like to thank everyone at Bridgnorth for their help and friendship over the last nine months. We will miss you and the banter and the engines and the cooked breakfasts and the.........

19 May 2002. Webmaster still on the domestics but the rest of the team are hard at it. Access was gained into the boiler shop to inspect the steam producing bit of the loco. No one had a camera so no pics - sorry. Maybe next week. More cleaning. The axleboxes are now finished and the wheels have also visited the wheel lathe for some tidying up of the profiles. Rewheeling is imminent.

12 May 2002. After a couple of weeks off the team returned to the job refreshed. Well some of us did, others were on domestic duties at home. The cleaning of the frames including those oh so awkward to get in corners. Still it's a lot easier when there are no axles in the way! The SVR workshop are getting on with the axleboxes. Sorry no pics.

21 April 2002. More work on the horns. Painting inside the frames has now begun. The preparation of the axles for ultrasonic testing etc. has now been completed - all the paint has been removed. The main pivot pin for the reversing lever (the pole) has been taken off the frames. The axleboxes have been assessed and the worked needed to bring them back up to top spec has been agreed. The boiler is still out of sight in the boiler shop - your webmaster has been unable to gain access on Sundays, however the owner has seen it and tells us all is progressing well. Lots is happening to bits in London.

14 April 2002. More frame cleaning. The axleboxes are now off the axles and have been cleaned ready for measuring. The reports on the surveys have been received and the work detailed will now being actioned.

24 March 2002. More work on removing paint from the axles, to allow ultrasonic testing, and a continuation of de-greasing the frames. This will be a longish task as all the areas that were inaccessible due to the boiler etc being in place are now exposed. A start was also made inspecting all the horns for security in the frames. The locomotive was surveyed last Wednesday and the reports are awaited. The boiler is now in the boiler shop.

17 March 2002. Cleaning and stripping paint off axles today. This was made easier as the frames were lifted off the wheelsets during the previous week. No obvious problems could be seen, but the 'boxes are still on the axles at the moment.

9 March 2002. No work on the loco this weekend. Instead we moved various components around and between London, Oxfordshire and Wiltshire. The big news was that during the previous week the SVR removed the cab top, boiler and ahpan - even less of the loco left now.

3 March 2002. Opps three bolts that were still securing the cab rear spectacle plate to the bunker had been missed. A "Please Explain" was issued!!! The offending bolts were removed and the the cab is now truly released. Since old habits die hard, some cleaning was done between the frames (this is really the start of the de-greasing process). Sorry no pictures again.

24 February 2002. The main brake shaft that is situated under that cab was removed. Easier to type the words than actually do it. The opportunitr was taken to measure the journals, pins and bushes for wear. Sorry no pictures.

17 February 2002. The last remaining bolts holding the top half of the cab in place were removed - the cab and boiler are now ready to lift. The valve chest cover was removed and the valve rods and valves extracted. Pics were taken this week!

10 February 2002. The nuts and bolts securing the chimney, smokebox front step and top lamp bracket were removed and temporary bolts fitted. More of the dome headed bolts were removed from between the cab rear spectacle plate and bunker. Sorry no pictures again this week as your webmaster was otherwise engaged!!

3 February 2002. The blower valve was removed along with the vac brake handle. The complete brake assembly was removed. The fountain was removed - lifting accomplished with the help of two SVR guys - thanks chaps. All the remaining backhead cladding, including the curvy bits round the side and top of the 'box, were removed along with the insulation. The firehole door assembly is now in bits as well. Blow down valve is now sitting on the running plate.

27 January 2002. The second main steam pipe in the smokebox finally lost by two falls and a submission to George and was removed, along with the regulator and blastpipe bits. More bolts were removed in readiness for the boiler lift which is now 2 - 3 weeks away. The grate was extracted from the firebox and a start made on removing some of the hornstay fitted bolts. No pictures again - sorry!

20 January 2002. Work started on releasing and removing the reverser reach rod. More work done in cab, releasing the regulator stuffing box and stripping out vacuum, steam heat and r/h injector steam pipe. General tidying up to remove any remaining bits of rockwool from the nooks and crannies. Sorry no photos this week, your webmaster was still recovering from an absolutely fantastic David Gilmour concert on the 18th!

13 January 2002. More sweating and swearing in the smokebox as the final bolts securing the joints on the main steam pipes were undone. This was followed by the extraction of the right hand main steam pipe. Bolts on and around the regulator were loosened in readiness for its removal. Most of the remaining cab fittings and associated pipework were removed. The boiler lift is not too far away now.

6 January 2002. A good start to the new year. The lubricator pipes between the smokebox and firebox were removed, allowing a boiler band and crinoline bits held behind said pipes to be taken down as well. All the boiler bands were tied up ready for transit. We removed the copper chimney cap. The blower ring was extracted and the main steam pipe joints at the regulator end were released. The ashpan guards and damper doors were taken down and half the backhead cladding sheets were dismantled.

30 December 2001. All the crinolines around the boiler were dismantled and the securing plates for the expansion brackets on the forebox were removed. Sorry, no pictures again as your Webmaster was at home playing with his son's new Scalextric.

16 December 2001. Much went on this weekend. Over the previous few weekends many components too large to fit in the back of a Golf, Astra, Maestro or Fiesta had been accumulating. These items were placed on pallets which in turn were loaded into a cargo lorry and moved to the overhaul site in London. Once back in Shropshire the rockwool lagging around the boiler barrel and the firebox was removed, bagged and disposed of. A most unpleasant task. Whilst the de-lagging was taking place much grunting was emanating from the smokebox where various bolts securing the blower ring and the smokebox to the saddle were loosened ready for lifting the boiler.

9 December 2001. All tank supports from running plates, fireman's side tool box, cab tool box, all brake blocks, brake hangers and cross beams and rear brake pull rods, plus all firebox cladding sheets were unbolted and removed. Easy to type - not so quick to actually do in practise! No pictures again as your Webmaster is starting his own rebuilding project - a new bathroom. Anyone want details of that as well?!!?

2 December 2001. No pictures from today's efforts. Work started on removing all the bolts holding the cab in place. This did not make for exciting photography!

25 November 2001. The speedo drive was disconnected and removed, the outside coupling rods were taken down and the long brake pull rods taken off. As we still had time to spare, the three sections of boiler cleading were removed from the barrel. This leaves the firbox to do, as well as the nasty task of taking off the rockwool cladding.

16,17,18 November 2001. The tanks came off (sorry no pics as your webmaster was not present) and along with other large parts were transported down to the overhaul site in London. More smaller items were removed. The connecting rods were taken down. Jeff sure swings a mean hammer, but the gudgeon pin just had to surrender in the end.

4 & 11 November 2001. A little person was recruited on to the team to go inside the tanks to loosen various nuts and bolts to enable us to remove the tanks. He was not allowed to eat his lunch until after his tasks had been completed - just in case he put on too much weight to go back in again! The fixing bolts that hold the tanks onto the running plates and smokebox were also removed, save one on each fixing point so that the tanks don't fall off just yet. The balance pipe between the tanks was removed. More cab fittings were removed and over these two days all the valve gear was taken down. These few words do not do justice to the work involved.

28 October 2001. Work concentrated on removing smokebox fittings. Not a nice job, but someone has to do it!

21 October 2001. The top feed clacks and safety valves have been removed and the feed water delivery trays extracted from the boiler. Many more pipes and fittings have been removed from around the locomotive. See overhaul pictures.

14 October 2001. After a very full operating diary in 2001, the team have taken it easy since 23 September when the fire was dropped at Bridgnorth for the last time. A start on stripping down the machine has been made with efforts being concentrated on removing gauges in the cab and the injectors and associated pipework. The vacuum and steam heating pipework in the area of both buffer beams has also been removed. I am sure the pace will hot up!

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Please e-mail me with any questions or queries. Bruce Murray

Page updated 4 April 2008 (Page tidied up).