A2 60532 Blue Peter

Ummm..... unless I'm being dense, the two original A1 plates were a sandwich at the leading axle then a single plate behind the cylinders, so the A2 block only needs to be thickness of one fame plate wider, ie; 30mm or the imperial equivalent.

Foxy

 

Perhaps its me being dense but most locos have a plate each side ? So the sandwich makes a plates difference each side ie 2 x the offset ?

 

Every locomotive has a set dimension between the frames, immaterial of frame thickness. It is the components on the outside of the frames that are altered to take into account various frame thicknesses.
For example the Stanier Class 5s were built with three different frame thicknesses, 1",1-1/16" and 1-1/8". All measured 4'-1 1/2" between the frames. The width between the centrelines of the outside cylinders had to be maintained, as well. To achieve this, different amounts of metal were removed from the mounting faces of the cylinder blocks, depending on the frame thickness.

 

Sorry, yes of course, I was thinking of the difference each side, rather than both!

Foxy.

 

Good suggestions, equally applicable to the centre block being replaced in 46115 during the current overhaul?

 

Likewise the Monoblock from the V2 when they do that...

 

the A1 trust have had 10 years to ask Haynes if they haven't, which they haven't, then they must think the same

 

I rather think you're all reading far too much into a few lines in a book that is licensed to tell the story.

Particularly as Tornado has always been described as the 50th Peppercorn A1.

 

An interesting point. does such a feat of engineering on display outside the Loco. ( like the deltic engine at NRM) inform and educate more than if retained inside the loco for reasons of keeping that Loco. 'Intact / Original' ?

 

To my mind, if a significant component such as a cylinder block is unfit for further use, displaying it for all to see and fitting the loco with a replacement is far better than leaving it in situ where it is neither useful nor visible.

 

I think at the end of the day, it's a hair that's not worth splitting or getting wound up about. Not when it's so encouraging to see forum members of such youth.

Sawdust.

 

So who do we approach to ask the question?

It would be a real crime if the old block goes for scrap.

 

NRM, Crewe, where ever. What's important, to me anyway, is that it ends up somewhere where real aspiring engineers can be influenced by it and learn something. I have no preference as to where is resides.

 

Quite and hopefully neither block from 60532 or 46115 will be scrapped, its not as if either owner needs to cash them in financially.

 

Scrap value is buttons anyway. £100/tonne or so...

 

I would think the owners would keep hold of them as a reference point maybe?
On a different scale, but same scenario, I keep any major bodywork components I remove from the bus I'm restoring, and keep them as the original reference point for having new parts made, ie. all the dimensions are there, and all parts I have made are 1st. generation copies. If I ever need more making, I would always supply either the original part, or the dimensions from it, to whoever was making the replacement.

Richard.

 

very good idea
silverfox

 

Significant update on Blue Peter posted by LNWR Heritage on FB: <https://www.facebook.com/lnwrheritage/posts/1856051417783154>

Text below for those who would rather not use FB:

"As it’s been a while since we updated you on 60532 Blue Peter we thought that we would re-cap on what’s been happening ‘behind the scenes at Crewe’.

This is also a good opportunity to provide you with all of the latest news on how our fabulous A2 is coming along of course.

Since Blue Peter was purchased by the Royal Scot Locomotive & General Trust in October 2014, the locomotive has been completely stripped down and assessed by our engineers at LNWR(H).

The main frames have been descaled to allow a thorough NDT (Non Destructive Testing) of all areas of the frames. This was to highlight any potential areas that could have suffered from cracking or stress.

The centre cylinder block was unfortunately cracked and required a replacement to be made, so a local foundry have assessed and weighed the old one and cast a new one using drawings and patterns obtained from our friends at the A1 Steam Locomotive Trust. The design similarities between the two Peppercorn classes meant that we were able to work with the A1SLT to modify an existing design. This saved considerable time, money and effort compared to creating a whole a new one from scratch.

A pattern has been made for the production of six new valve liner castings. (Two for the new cylinder block and four for the outside cylinders).

Loose rivets from the main frame lap joints at the rear of the cylinder block have been removed and replaced.

Loose bolts have been removed from the driving axle horn blocks and work has started on re-bedding the horn block to the frames and the fitting of new fitted bolts.

The centre frame stretcher which carries the brake cylinder has been removed. This stretcher required attention to corroded areas caused by a poor design which allowed it to hold water and detritus. As with many other frame fixings, the rivets holding this stretcher to the main frames were, in the majority, loose which allowed chaffing of the stretcher to the frames.

The outer rivet heads are now being dressed in the tyre region to ensure clearance between rivet head and tyre.

Work also continues on the boiler. This includes the manufacturing of a complete new inner and outer fire box with only the copper and steel throat plates being retained for future use.

The copper throat plate is in the process of receiving new lap inserts thus removing any life expired sections.

A complete new copper tube plate and new front tube plate have both been manufactured.

The boiler barrel has had new sacrificial plates fitted where required.

An all new foundation ring has been fabricated along with an all new ash pan which is currently nearing completion.

The original drawings for our A2 are being further reviewed for the production of a new tender tank, smoke box and smoke box door.

In order to address any gauging issues with the safety valves, new safety valve pads have been made that will allow the valves to sit lower on to the boiler thus ensuring that they fall within the gauging profile.

With a long standing and close association between the BBC TV programme ‘Blue Peter’ and 60532, the BBC have been filming with us throughout the overhaul and the first in a series of articles charting the overhaul of 60532 Blue Peter was aired on the CBBC channel’s television programme in 2017.

The first instalment focussed on Blue Peter presenters Barney Harwood and Radzi Chinyanganya moving the locomotive from its previous home at Barrow Hill Roundhouse in Chesterfield to our facilities in Crewe.

Presenter Lindsey Russell then picked up the story by assisting with the locomotive’s strip down and work required on repairing the boiler.

The BBC will be filming at LNWR(H) throughout Blue Peter’s overhaul and eventual return to steam.

We think you’ll agree that with all of this, and the work on completing 70000 Britannia, the team have been quite busy!

The overhaul of 60532 Blue Peter, along with 70000 Britannia’s successful return to steam remain our top priorities. There’s still a long way to go and there is still of course our on-going Carriage and Diesel restorations to concentrate on too.

There are no firm dates for the completion of 60532 and there are no firm plans on which locomotive waiting in the overhaul queue will be next. Once we do know however we’ll be sure to let you know."

 

Bloomin' 'Eck - that's impressive!

They certainly mean business.

 

There seem to have been lots of loose rivets... And for the amount of boiler work might have been better to cut a deal with the A1slt who want two anyway, surely the unit cost for one of three from the Germans would be quite attractive and there is no shortage of work for the in house boilersmiths...