About the Trust
Work on the overhaul of 5025 began at the beginning of 2012. This was thanks to grants or promises of support from the Strathspey Railway Company, the Strathspey Railway Trust, the Heritage Lottery Fund the Strathspey Railway Association and the significant amount which had already been raised from our supporters though appeals.
Major progress has been made on the locomotive and tender frames, axleboxes, motion, dragboxes and valve gear at Aviemore and on the major rebuild of the boiler, reprofiling of the tyres of the locomotive and tender wheels and construction of a new tender tank at Riley Engineering of Bury. Work has also included the casting and machining of a pair of new cylinders
The WEC Watkinson Trust originally hoped to return 5025 to service in 2015, however owing to the amount of work needed, we now hope that the engine will be ready for the start of the 2019 season.
We are still on track for 2019 to be the year in which the oldest and best example of a L.M.S. Black Five steams again. Due to a very tight budget the original intention was to return 5025 to traffic by carrying out the minimum necessary work. However, she is an iconic locomotive and quite early on the sensible decision was taken to restore her to “as new” condition. This has resulted in considerable extra work and expense and has left the Watkinson Trust desperate for funds.
The original budget of £354,050 has been spent wisely and with care. However, additional boiler work has cost a further £39,345, new cylinders and frame repairs £33,350, and other work such as a new cab, injectors and super heaters upwards of £22,500.
Although most of the work now being carried out is labour intensive, certain costly goods and services are essential to finishing the job and it is only with your help that we can make it happen.
We still need to complete the tender tank and the under frame, produce boiler cladding, purchase copper pipe and various fixings and fastenings and pay for transport, crane hire and specialist machining.
The Watkinson Trust would like to thank you for any generous donation you are able to make towards a successful conclusion.
Please use the “Donate” facility below to support this worthwhile project through Paypal.
Monday, 8 August 2016
Once again the work on 5025 has been steady without being spectacular. A lot of refurbishment of small parts and the manufacture of things like pins and bushes.
One major problem has been the fitting of the smoke box saddle fabrication. The picture below was taken some time ago when the saddle had been repaired by cutting and welding a patch into the centre, roughly where the cutouts for the exhaust ports are.
When fitting the saddle it was found to be too wide by one quarter of an inch. This defied all attempts to rectify, so in the end both sides had to be cut out to allow them to be replaced with new steel plate in one piece. Even then there were problems; the sides extend below the base plate around two inches, here the heat of the weld connecting them caused the flange to pull away from the vertical. After much use of heat and the hydralic rams, this was eventually corrected.
The picture below shows the saddle in place between the frames after correct fitting had been achieved. The exhaust port holes still have to be cut out.
The view from the front, between the frames.
This is the right hand cylinder, having been lowered to the floor following a trial fitting. This is another area that has caused problems with a lot of head scratching. Nathan reporting that the marking out was one eighth of an inch out. He said that all the marking was traced back on itself, resulting in finding that the motion bracket on that side was itself one eighth of an inch out. Very time consuming.
More work on the running boards has taken place. This is the removeable section from above the right hand cylinder, removed for the trial fitting.
More new running board, this time with a tunnel above.
More running board, spread around to allow the red oxide primer to dry.
The rear running board, fitted but needing primer painting.
Using the hydralic press to fit bushes.
The press from the other side.
More refurbished parts, painted and hung up to dry.
Linkage for the sanding gear, refurbished and painted.
Steam brake cylinder, the new one on the left having been machined to the finished size.
New piston rings manufactured.
New steam heat isolating valves, one for 5025, the other for 46512.
Steel bar in the lathe for the manufacture of bushes.
More small parts refurbished and painted ready for the big rebuild.
I was told the name of this part but forgotten it. Its the bit that the tender rubs against, the bottom line is that it has now been refitted.