2008 proved to be a period of steady progress on the overhaul, with regular attendance at the Park by a few hard working members. Their, at times solo, efforts will culminate in the lifting of Camelot’s frames off of her wheels in the very near future. Watch this space! What’s been happening in the past year?
The major part the year was spent steadily stripping and dismantling the many fittings and fixtures from the locomotive, both below the frames and in the cab, whilst James has got to grips with the boiler, which was removed from the frames towards the end of 2007. These activities have included stripping all cladding, footplating, cab fittings such as the brake pedestal, water valves, rocking grate mechanism, live and exhaust steam injectors and associated pipework, reversing wheel, cab windows etc. What has helped though was the use of stainless steel bolts first time around, when we restored the engine, enabling us to remove parts fairly easily. All sanding pipework around the wheels and hornguides has been removed, while the underkeeps on the hornguides, attached by fitted bolts, have had the bolts burned out, so that they can be easily removed when the frames are lifted. This took several weekends to achieve, requiring raising the frames with jacks and applying heat and more than a little brute force! All the coupling and connecting rods have been removed and stored. On the bogie, the flexible pipework has been detached and the central pin released.
The boiler has also made significant progress. The cladding and crinolines were removed and the lagging beneath disposed of safely. The chimney, having been unbolted, was found to have several large cracks in it. Initial thoughts concentrated on receiving quotes for a new one. However, with the advance of welding technology for cast iron, it appears that the original can be repaired at a cost effective price. Likewise, the original ejector exhaust ring has been found to be beyond repair. Luckily the society has another one, which, although needing specialist welding, like the chimney; is judged to be in better condition. On the subject of chimneys, our Chairman has located a drawing for a double chimney arrangement for a Standard Five - it’s a bit like the ensemble fitted to the late Ivatt Black Fives: makes you think!
One major task has been removing the smokebox and front tube plate. The smokebox has been found to be beyond repair and a new one is being rolled for us by a firm of Devon shipbuilders. The front smokebox ring and door will be reused, however.
With the smokebox removed, James was able to cut out the rivets holding the front tube plate, which has become thin in parts and badly worn, having been fitted as long ago as 1963 at Eastleigh Works. The fun bit was pulling and pushing the plate out. Heat and jacks were applied and after a titanic battle, which included Niall getting stuck in the boiler, a lead hammer did the job. An engineering firm in the Midlands has been contacted to produce a new blank tubeplate, while we are researching various options on where to have it drilled and machined as the Bluebell Workshop cannot machine one of such large diameter. James has also removed the regulator valve, main steam pipe and J-pipe. Once able to climb inside, a large amount of scale was removed, but the boiler itself, originally off 73088 Joyous Gard, appears to be in good condition. Blanks for all the boiler orifices (regulator, safety valves, clacks etc) have been made up to prevent the ingress of the weather. Once again technology has come to the aid of the overhaul, with the use of water blasting to descale the outside of the boiler. In contrast to more traditional grit blasting, where there is the risk of grit ending up in places it should not, such as cylinders and motion of nearby working locomotives; there is only water drainage and carry over to worry about. The blasting was done at a pressure of 60,000+ psi has left the metal in a superb, good as new state, ready to be painted with special heatproof grey paint. This is the first time the Bluebell has agreed to the use of this method and we are now likely to use it on the frames, once they have been lifted.
The wheels have not been forgotten. As predicted, new tyres will have to be sourced and fitted. One benefit of the downturn in the world economy is that we have seen a collapse in steel prices. The South Devon Railway offer a complete sourcing and fitting service and the wheels will be dispatched, soon after lifting of the frames, to Buckfastleigh. A new whistle body has also been ordered, as the original, generously loaned by a committee member will have to be returned at some point in the future.
We are planning to fit working AWS and have acquired more parts to complete the system – and some thought is being given to fitting Camelot with electric lighting, similar to some of the Ivatt Black Fives and, of course, the Bulleid Pacifics.
‘I have seen the future and it works……’ One delightful development in 2008 has been the involvement of members of the 9F Club in helping out on working parties. The 9F Club offers the opportunity for young adults to get involved on the restoration and in the locomotive department at the Bluebell Railway. Under the expert guidance and supervision of Katy and Rupert, club members have cleaned up numerous bits and pieces in our van body and all have been a credit to the railway. They have really helped and made a difference. I hope I have remembered everybody’s name and would like to thank: Adam, Daniel, Georgia, Jack, Hamish, Louise, and Mark. Well done all of you! Please do not forget we will be working away throughout the year and are at the Park most Sundays. Do come and say hello and why not come and join us for the day working on the engine? We are a welcoming bunch, with a strong sense of humour. For details please contact our Chairman on chairman@73082-Camelot.com. You can be assured of a warm welcome!
N Davitt/P Gibbs
Monday 19th November saw the culmination of many months of work when Camelot's boiler was lifted out of the frames and placed in the spot just vacated by the S15's boiler, which had been moved into the Workshop. Releasing the smokebox from the saddle proved to be easier than the first time around when we were doing the restoration from Barry condition and the frames look to be in good condition, so this should reduce the amount of work to be done compared to 20 years ago. The ashpan, however, looks to only be fit for scrap, but it has lasted well enough to be useful as a pattern for a new one and some of the parts may be re-usable.
Now that the boiler is on the ground further stripping can take place and it is evident that the cladding will need some repairs, hopefully only minor ones, apart from the section round the regulator gland where the thin steel has rusted through. A new smokebox will be required this time and taking the chimney off has revealed cracks which mean that a new one will have to be made. I wonder how many people know that there was once a proposal to fit double chimneys to the Class Fives? This would probably have made them into Class Sixes....
There is now much to do in assessing the work needed on the boiler and we will also be preparing the chassis for lifting the frames off of the wheels and this should come about next Spring, again in conjunction with other lifts so that the crane costs can be shared amongst the groups. In addition, all the parts that have come off will need cleaning up, checking and repairing and/or painting so that they are ready for the reassembly stage.
I should mention that the rate of progress this year has been very encouraging and also record our thanks to James Kidd of the Workshop staff for his dedication and enthusiasm in pushing the overhaul forwards.
P Gibbs
Since the last report in May, we have completed the stripping out of the superheater elements (28) and boiler tubes (28 flue tubes and 151 small tubes). These elements and tubes have all been scrapped as they have significant corrosion after 10 years of intensive use. The only parts to be retained are the spear and ball ends from the superheater elements and the bottle ends from the flue tubes. These will be re-used if they are in good enough condition.
Work has now moved on to removing pipework and fittings from the boiler and releasing the smokebox from the saddle, all essential steps in preparing the boiler for lifting in the near future.
P Gibbs
Last year (2006) was taken up with finishing off and
refitting the tender brake gear. This was the only major job to be done on the
tender but we also took the opportunity to do some cleaning underneath the
tender tank and repainting where necessary. As of now, all that remains to be
done is some cleaning and repainting inside the tender tank itself - then it
will be a case of waiting for an external repaint in the Workshop.
We have moved on to dismantling the locomotive brake gear and this has been
removed, cleaned, repainted and will be rebushed (where necessary). It will go
into store until the frames are re-wheeled. The sanding pipework has also been
removed and labelled and is being cleaned and painted. We plan to fit the AWS
equipment this time around and have been working on the various components
Work has started on preparing the boiler for lifting with work going on in the
smokebox removing pipework and superheater elements so that the tubes can be
taken out. Work continues on removing the small tubes. Attention has been turned
to the pipework on the boiler with nuts being slackened and joints cracked ready
for dismantling. We should be ready to lift the boiler later on in 2007 and plan
to press ahead as quickly as possible so that Camelot returns to traffic at the
earliest opportunity.
P Gibbs
I went down to SP last Sunday (13 November) and spent some time assessing the wear on the tender brake gear, the conclusion is that there is very little. All the pins were checked and the one with the most wear is still acceptable, i.e. within its wear limits. There are two bushes that need replacing and Chris Shepherd (Bluebell Railway Locomotive Works Manager) is getting new ones produced. The brake gear has all been cleaned up and labelled and is stored in the van body which now has plenty of room to move things around, so I also made a start on tidying up and sorting out the bits and pieces. The brake gear on the locomotive is likely to be worse as the excessive movement of the wheels in the frames will have pulled it around rather more; we shall see in due course.
The next job to do is to clean up the underneath of the tender and do any repainting that is required. The brake gear can be repainted and then put up again. So if anyone fancies having a go at crawling around under the tender and splashing paraffin around, let me know.
The next two weekends (19 & 20 November and 26 & 27 November) are busy with sales stands (Eastbourne and Southend), so the next scheduled working party is likely to be 4 December. But if anyone is going down to SP before then and wants to get on with the job, let me know.
P. Gibbs
Four members had an excellent day at Sheffield Park on Sunday (16 October) when we managed to dismantle Camelot's tender brake gear. The job was made easier by Camelot being shunted out over the pit. Luckily she was back in the shed before the rain arrived in the late afternoon. This really is the start of the overhaul as the pull rods, hangers and crossbeams can now be cleaned up, checked for wear, rebushed where necessary and repainted prior to refitting. Chris Shepherd (Bluebell Railway Locomotive Works Manager) was impressed with what we had achieved, as were we! The brake gear components are now in our van body which, with perfect timing, has just been vacated by the Maunsell Society.
Apart from the above, the next stage is to clean underneath the tender and paint where required, which will need Camelot to be over the pit again. There's also still some work to do inside the tender tank.
So, there are plenty of jobs to take us through to the end of the year. The next working party is likely to be on 6 November, although we will be at Sheffield Park with the sales stand for "Giants of Steam" weekend (22 and 23 October).
P. Gibbs
Since the end of June we've managed to turn up roughly every two weeks and have done useful work on the tender to prevent deterioration, mainly cleaning out and painting the coal space as this is an area which can rust quickly while not in use. The tender tank has been drained and inspected internally. There's not much corrosion but I'm sure there will be a need for work inside the tank to keep it that way. Not a job for hot weather, even with Camelot still being kept in the running shed.
The stuck float assembly proved to be a minor problem, it just needs a bit of work to free it up again. The tender/loco. water hoses have been uncoupled to drain them and tied up so they don't get in the way if Camelot is shunted around. On the loco. we have removed the gauges and whistle for safe-keeping, oiled up the bright steel handles to prevent corrosion and demolished and removed the brick arch. The firebox needs to be washed out at some point. Camelot is being cleaned when required and Chris Shepherd (Bluebell Railway Locomotive Foreman) is making sure that the motion gets oiled up from time to time.
What next? Well, there is the tender coal space to finish painting, this task should need one more day. There are various 'winterising' jobs to do which will ensure that we avoid frost damage when the cold weather arrives. Then we will start to look at detubing the boiler etc.
Last time I was at Sheffield Park Chris mentioned that the Atlantic building is scheduled for a mid-September start. This leads on to releasing a lot of other work for us and the Maunsell Locomotive Society as it will create space for our boilers. Chris asked me if we would be able to get a group down to the Railway in November as there will be a major reorganisation of the Tesco building. This will involve moving stuff out and putting up new racking which will provide secure storage space for parts of locos under overhaul. I take that to mean that if we and the Maunsell Society show up and put in some effort, then that space will be available to Camelot and 847.
P. Gibbs
