Following the wash-out and consequential change of seal on mudhole doors, there was a steam leak from one door during the steam test.
" The loco had a fire put in it overnight and they are bringing it up to pressure today. It has pressure on the clock already [i.e. at 09.15 on Monday] and no issues so far from the new mud hole door seal. If all goes OK then she will go straight into service.
They have major motive power issues with locos away at the ELR as well as other steam and diesel failures. Chatting to the team up there today they are 99% certain she will run every day until the 31st Oct. They would love her to run till the 2nd Nov when their season ends but she is due on a truck on the 3rd to come back to the GWSR and I have requested she is allowed 2 days to cool before the move."
6.22 pm: "Steam test all good and back into service today!
They feel she will run every day now until and including 31st October."
Update from Brian:
" Bruce pointed out to me that race trains are not until 14/15 Nov. I have emailed Carpo and he is OK with the following:
The loco stays at the NYMR so they can use it to the season's close on 2 Nov;
Two days cooling down 3/4 Nov;
The loco is put on a truck(s) 5/6 Nov to come back to the GWSR in plenty of time for 14/15 Nov and race trains."
Bruce and I attacked the rail chair pile once more. I frantically painted and fitted brushes to make room for the ones Bruce was needle-gunning and wire-brushing. By end of play, we had 7 with their bottoms in the air, painted black.
Over tea & biscuits, Bruce & I mused over the lubrication of the front of the valve spindles. There was no lubrication on 2807 originally. The spindle wore down. So, we devised a method of injecting lubrication into the bearing. But this is non-standard. Even crews familiar with GWR locos would not think to apply lubrication, because it is not a visibly obvious lubrication point. Bruce dug out drawings and we pored over the variety of different designs (none of which fitted 2807). In the end, we thought that an oil pot on the running board, close to the steam pipes, would be obvious and would get filled. However, there will be steam pressure in the valve system, which would blow the oil out (rather than suck it in). So, the oil pot would have to be steam tight.
Cutting a long story short, we bounced the idea off Carpo, who said that, before we do anything, let him have a think because he has a similar problem with the 42xx.
But in any case, the brass sleeves we have had made only have one hole for the oil to go into, and they should have three holes. Also, according to the diagrams, they should have a channel for the oil to dribble down from the holes to the spindle.
"Just good news from NYMR
The loco has been back in service since Monday and has performed without issue!!
I have spoken with the NYMR most days this week to arrange the return dates in November. This has been confirmed as 5th Nov loaded onto the lorries at the NYMR to be returned to GWSR on the 5/6 November."
John, Bruce and I tackled more boot scrapers - I'd had a telephone order for 4 during the week! Just for a change, John did the painting: 7 chairs primed; 3 glossed and 8 black bottoms! … plus two yellow chocks and 18 brushes varnished.
Carpo popped in to chat more with Bruce about the lubrication of the valves. The problem is how to ensure oil gets to (and stays on) the shaft as it wangs in & out? The key to it all is getting oil into the brass bearing bush. We are not convinced that any of the options on the GWR drawing are brilliant. Carpo's latest idea is to fit a mechanical lubricator. This could be hidden between the frames, driven off the valve gear somehow, and pump oil to each end of both valve rods. C & B have gone away to think more about it.
See here for 2807 with a freight train from Grosmont to Goathland.