41313 overhaul at East Somerset for IOWSR

Can we add 78018 and 84030 to that too?

 

Photo by Edd Hill.

41313 safely arrived at the East Somerset Railway today, the restoration of this former Ivatt Trust Locomotive for the Isle of Wight Steam Railway is expected to take around 2 years to complete.

 

It would be great if they publish a photographic record of the restoration as they did with the tender version..

 

Yes I will be adding photos of the restoration on the ESR website as we go as I did for 46447. I will add a link here once I've set up the gallery.

 

Is it done yet??

Sent from my KFTT using Tapatalk

 

Impressive to see the number of people enthusiastically ripping it apart today!

 

41313 is seen here outside the engine shed at Cranmore yesterday morning. Two spare springs for 46447 can be seen on the front of the loco.

 

Pictures of 41313 leaving Havenstreet are now on the IWSR website, also the IWSR Facebook page.

 

Link to photo gallery on ESR website: http://www.eastsomersetrailway.com/gallery.php?gid=321

 

Cab and bunker removed. Leading and trailing trucks removed. See link in #29 for photos.

 

We had the crane in today. Tanks removed, boiler removed and on the boiler wagon, frames lifted and on the trolleys and all back in the workshop. We had snow, hail, winds, rain and even some sunshine. Typical Cranmore weather!

Tom has hopefully recorded another timelapse of the days activities and I'm sure he will upload it here later in the week.

 

You don't mess about do you - the team are an inspiration to all!

 

Could it work a passenger train before 41298?

 

that depends on where and when, and how long it takes to fit the air braking kit on to 41298, for instance i would expect 41298 to work an IOW working before 41313 but saying that 41313 could work a train on the ESR in what 18 months? if there is no need for 41298 to be in traffic at Havenstreet before that, who knows? you could even take a bet on both engines working their first revenue earning trains at the same time

 

Progress continues with stripping the frames. The wheel sets are awaiting transport for tyre turning and attention to the crank pins. Valves and pistons have been removed. The two centre horn guides, which are inverted 'U' shape, have been removed as rust has got in behind the top and has distorted the frame locally. It has been decided that the top section will be drilled and riveted as is the case on the Ivatt Cl 2 tender loco 46447. Many other components are being degreased, needle gunned and painted. Progress continues to be recorded at this link:
http://www.eastsomersetrailway.com/gallery.php?gid=321

 

Progress continues on 41298, the air brake controls are being installed and the engine painted at the moment. Don't forget that it is not a usual job to fit air braking to a locomotive which is steam braked, whilst still keeping the ability to work vac trains as well.

 

given that the boiler ticket is already running on 41298 at Havenstreet, it does seem to be taking an awfully long time to get it into traffic?

i know that whatever Havenstreet do it will be done well and thoroughly, but the delay does seem a bit unusual and unexpected.

cheers,
julian

 

41298 had test runs in october last year, and the boiler ticket is running, but has spent the last 4 and a half months not turning a wheel, and from what i understand may be at least 6 months since last october's test runs before it runs again. it would be interesting to know the exact cause for the delay, as even some of the fulltime workshop staff dont know!
cheers,
julian

 

Oh it's pratical alright - just way more expensive than by road.

For the Mets to be allowed to travel over NR EVERY axle and wheel had to undergo ultrasonic testing, plus checks on tyre thickness, brakes, etc. all in all not cheep but in this case paid for by TfL.

The 'derelict' Pacific would have been required to undergo the same process.

Similarly if the locos you mention were towed dead over NR, they would have to have an ultrasonic wheel axle inspection, have tyre thickness that meet the mainline standards etc and have the motion disconnected.

If the locos were in steam for lubrication reasons then the boilers etc would have to be certified to meet mainline standards - about the only thing that would be different from regular main liners is that if they were dragged, they would not need AWS, TPWS and OTDR fitted.

Of course if dragged you need to pay someone to do the dragging which won't come cheap - particularly if the locos are dragged dead as the speed of the convoy will be a lot slower than everything else on the network making pathing difficult.

Or you could hire a couple of low loaders and transport the locos with one simple payment.