41313 arrives at Cranmore Depot after being transported from the Isle of Wight. Jeff gets stuck straight in and cuts off all the fixings holding the bunker in place. Mike dismantles all of the brake rigging. Lee made a superb job of cleaning up one of the mechanical lubricators. A view showing the bunker, cab roof and sides removed along with much of the rotten steel work under the cab floor. With both pony trucks removed, work begins to strip them down to component parts. The side tanks are removed before the boiler is lifted. The boiler is lifted from the frames. Next, the frames were to be lifted and there were a few pins and bolts which needed the attention of the gas axe. The frames airborne leaving the wheels and axleboxes behind. All axleboxes stripped and cleaned. Many of the spring gear components painted in primer. James and Pete needlegunning the spring plates. The rear bufferbeam was found to be bent along with the gusset plates in the corners. The rivets were removed and using heat and wedges the beam was straightened. James needleguns the frames. Jeff and James remove some more of the valve gear - last dismantled in BR days! Having straightened the bufferbeam. The bent gussets were cut out and the bracket straightened. The bracket was then re-rivetted to the beam. The new rivets from the bufferbeam side. Note the rivets normally hidden behind the buffers are countersunk and have been ground flush. Lee continues the long task of cleaning out all the awkward spaces in the ponytruck casting. Our crosshead splitter was rigged up to split the crosshead from the piston rod. A bit of gentle heat applied to the crosshead was enough to release the grip. Having removed the crosshead, slidebars, piston and valves, Chris removes the nuts from the rear cylinder cover. While Edd starts stripping the motion from the left hand side. Keith continues on the production line painting more of the pony truck bits. Note the ear defenders due to the two needleguns working in the background. The centre driving hornguides have suffered from rust behind them pushing them away from the frames at the top. These hornguides have been removed to clear the rust which can clearly be seen here. The result of this rust is a slight bend in the frames which will be rectified before refitting the hornguides. James uses the magdrill to drill the new rivet holes in the frames. The completed rivet holes with their countersinks. Pete and Phil start reassembling the front ponytruck. The replacement gusset plates have been welded into place completing the repair the bent bufferbeam. The new section of frames being machined to size. The new section of frames being fitted along with the footplate support bracket. The centre hornguides have now been riveted in place. Edd fabricates a new footplate support bracket. The smokebox is cut off the front of the boiler ready to make tube removal easier. With all the tubes and flues removed, the amount of scale left in the boiler can be seen. The painting of the frames is making good progress. Also seen here are the new cab floor steel sections. Today, Edd fabricated a new feed water strainer to replace the missing one which would have been cast originally. Steve waits to carry the next rivet which is being heated by Edd. Steve and Chris rivet the hornguides back onto the frames. Another view of the rivets going in. With the hornguides riveted in place and all the manganese steel liners removed, the dummy axle datums are set up ready to carefully measure the exact positions of the horns. The manganese liners are being skimmed on the milling machine to restore the surfaces flat and free of pitting. Marc has been busy making replacement horn tie bolts to replace the old ones which had become slack in the holes. The new platform support plate is now in place to support the wooden floor boards in the cab. All horn liners have now been machined, measured and shimmed and the axleboxes trial fitted. The datum bars are fitted again to double check the centres. Chris fits the reverser indicator chain. The reverser weighshaft and bearings are refitted to the frames. The rear sandboxes and steps fitted to the frames. A new brake linkage bracket has been fabricated. The original is seen here much thinner and rusted away in places. The expansion link brackets having been cleaned up, inspected and painted. Chris assembles the left hand side expansion links and brackets back onto the frames. The smokebox has been stripped of all its components which will all be overhauled before riveting onto the new smokebox. This includes the front ring, the self cleaning equipment brackets, superheater header brackets, hand rails and doubling plates. With the digger repaired and out of the workshop, there was room to fit the rear drawbar and the buffers. The vacuum pipe has also been refitted at the rear. The new return cranks and return crank rods have been waterjet cut from big lumps of EN24T steel. Seen here on a pallet ready for machining. Replacement brake pull rods complete with adjuster now awaiting bushes to be fitted. The original front ring is trial fitted into the new smokebox rolling. The thrust face has been remetaled on this axlebox and is ready for machining. The majority of the holes in the smokebox have been marked out and pilot drilled. They have now been colour coded ready for drilling to the various sizes. The new smokebox is trial fitted onto the saddle on the frames. Brad marks through the fixing holes ready to drill the new smokebox. The valve bores have been bored in situ today by contractors Bryn Engineering. Here you can see the tooling in place mounted on the cover studs each end of the valves. Sunday was mostly spent filling up all the holes that had been drilled over the past few weeks with rivets. The smokebox is now complete and will be placed on the saddle before it is required on the front of the boiler. The Cylinders have been bored by Bryn Engineering. The finished smokebox is now sat on the frames. The wheels have returned after having the tyres, journals and crankpins turned. Work has now started cleaning the rest of them up and painting them. Now that the wheels have returned, the axleboxes can have the crowns remetaled and machined to suit. Here the one on the right has been re white-metaled and the one on the left is ready to be white-metaled. The leading driving axle is now complete with finished axleboxes and refurbished springs. Also seen here are the new underkeeps and dust shields. The new chimney and ejector ring castings have now arrived and await machining. All six driving axleboxes have now been remetaled, machined and fitted to the axles along with the new underkeeps, pads, dust shields and springs. The frames are pulled out of the workshop ready for the lift. Pete applies some grease to the horn faces. With the frames lifted clear, the wheels are carefully positioned in the yard. The frames are lowered onto the wheels and axleboxes. The frames are now back on the driving wheels. Now that space permits, the rear pony truck has been stripped into component parts. Some more shots of the crane lifting the frames onto the wheels. Some more shots of the crane lifting the frames onto the wheels. The rewheeled frames back in the workshop. Phil and James tap out the holes in the casing sections. Phil trial fits the steam pipe casing ready to drill the holes in the smokebox. James fits one of the rear cylinder covers. Sam polishes the valve spindles. Alex and Paul trial fits the slide bars ready for measuring and checking alignment. The new piston rod, return cranks and return crank rods. A big thanks to Ryan and Liam from WSR who came and shot blasted the bunker saving us days of needlegunning. James and Keith prepare to reunite the pony truck with the front axle. The pony truck taking shape. The bunker has had a lot of the wasted sections removed. The oil pipework from the left hand mechanical lubricator has been completed. The oil pipework from the left hand mechanical lubricator has been completed. The oil pipework from the left hand mechanical lubricator has been completed. The oil pipework from the left hand mechanical lubricator has been completed. The oil pipework from the left hand mechanical lubricator has been completed. The steam heating and vacuum brake pipework is now complete and work has started on the air brake system. Here can be seen the air tank support brackets. A view showing the new air receivers in position between the frames. The rear pony truck is assembled. Some more of the valve gear assembled after the guide bars have been shimmed. Sam fits a new sand pipe. James, Alex and Keith fit the horn ties. This is quite an awkward job. Jake paints all the air brake pipework before it is refitted between the frames. Jeff continues to make progress on the bunker. More valve gear components being refitted. James shotblasts the tanks. Once shotblasted, the tanks were primed. A view showing the completed vacuum, steam heating, air brake, lubrication and sander steam pipes running the length of the loco. The new front running plate section is now in place and the newly installed air brake pipe can be seen. The front pony truck is fitted. A view showing the locos now with its full compliment of wheels. The new piston head castings have been machined and the core plug / stays fitted and peened over. Here the head has been fitted onto the piston rod and the nut and lock nut tightened and the new tab washer hammered over to stop them from unscrewing. The nut is right hand and the lock nut is a smaller left hand thread. Steve and Alex preparing to fit the new pistons complete with the new rings. A view of the piston fitted into the cylinder. The components of the new blower valve have been machined. The new piston glands have been machined and bored to size. The new piston gland packings assembled on the piston rod complete with the springs. Also seen here is one of the new cylinder relief valve. Edd and Will prepare to white metal one of the crossheads. The freshly white-metaled crossheads being machined to size. One of the crossheads after the machining has been finished including the oilways. Jeff welds the last of the new bunker support plates to the underside. The completed bunker support structure. A new coal door for the bunker. The overhauled bunker and fireman`s side tank have been refitted to the frames. With the bunker now bolted in place, Harry, Phil, Jake and Sam fit the battery box and other components. Jake and Harry are seen here applying some primer to the recently fitted coal and cab doors. The regulator main valve has been skimmed to restore the flat faces. The regulator body also has its valve faces machined flat. The overhauled regulator valve is now all back together ready for fitting. The boiler has now received a coat of paint and a new set of studs fitted to the backhead. The new chimney casting having the flange holes drilled. The new coal doors, handbrake, cab doors and rear pony truck lubrication pipes now in place with the various nuts and bolts receiving a coat of primer. Sam assembles the new bunker ladder ready for welding together. The bottom 12" of the cab sides have been replaced due to the amount of wastage in the original plate. Jon needleguns the superheater header and blast pipe. Another trip out of the workshop for 41313. This time to have the LH tank and cabside fitted as well as the new chimney. Back inside, the LH cabside is prepared ready for welding the lower section in place. Gary and Jake tap the boiler plug holes in the boiler. The view from the cab now with both tanks in place. A new drain plug boss has been made and brazed onto the copper balance pipe. Brothers James and Chris fit the balance pipe. Chris drew the short straw and had to go inside the tank with a spanner! Alex bends a new rear balance pipe section. The injector steam pipes and tank rear balance pipe have been completed under the cab floor. The new section of cab floor now fitted with tread plate steel. Keith has made a start on the wooden floorboards. More injector pipework has been made and fitted. New cylinder cladding being trial fitted. A rare photo of the loco in daylight. Mac is seen here making some of the complicated cladding sections from carefully shaped laser profiles. Mac trial fitting the first of the throatplate cladding sections. The airpump is trial fitted to the side of the smokebox on the new bracket. The top cladding sections being welded up. You can see the slits in the profiles here. Mac checking the shape of the finished section. Edd drills the nut and new return cranks ready to ream for a taper pin. The engine number stamped onto the new return cranks. We`re saying the C stands for Cranmore rather than Crewe as the original would have done! Having taken initial measurements of the valves and their timing, adjustments are made to the length of the eccentric rods. In this case, we are in the process of making the rod approximately 0.050" longer. The other side eccentric rod required shortening slightly. After the valve heads had been adjusted on the valve spindles, the new rings are fitted ready for the final fit of the valves. You can see little bits of paper wedged into the grooves which hold the rings compressed to enable them to be fitted. This picture shows the indicator plates fitted to the front face of the valve chest. The soft aluminium plate on the top is used to scratch marks showing the valve position at certain wheel positions. This is how the valve setting is measured. A view showing the complete valve gear. You can still see the heat tempering bands on the eccentric rod. Now that the adjustments are complete, this rod will be cleaned up and polished. A refurbished and a brand new replacement delivery pipe cover. A brand new pair of safety valves in kit form ready for assembling and testing. Jeff has made a start welding up the new ashpan. The boiler was pulled outside and the smokebox fitted. Once the smokebox was positioned and aligned correctly, the rivet holes were drilled. Mac continues to make good progress with his cladding sections. The newly designed steam shut off valve to the air pump. This valve is intended to sandwich between the manifold and the whistle valve. Mac has continued to make great progress with the new firebox cladding. Another view of the cladding. The overhauled gauge frames now fitted to the boiler. A new firehole flap has been fabricated and fitted. Robin has done a superb job polishing the new eccentric rod. All of the internal components which make up the top feed clacks have now been machined. The valve for the steam supply to the air pump has now been assembled onto the manifold. Mac has been putting his skills to good use again. Here is his new mechanical lubricator sieve which he has made by flanging copper and brass sheet, riveting and soft soldering it together. Next will be to add the fine mesh. Another view of Mac`s sieve. The flue holes in the firebox tubeplate have now been retapped enabling us to now proceed with tubing the boiler. The air brake valve (which is not an original fitting) is trial fitted alongside the steam brake to work out pipe runs. The hopper door linkages are now complete. After fitting the J pipe and hydraulic testing, we had a chain gang of 5 people feeding the tubes in and out of the boiler to cut each one to length before finally fitting back into the boiler ready for expanding. A view of the fitted tubes from inside the boiler. The large holes will have the superheater flues fitted in a few weeks time. Mac`s finished lubricator sieve is a real work of art. This photo really doesn`t do it justice. All of the boiler tubes have now been expanded with the exception of the firebox end of any tubes adjacent to the large flue holes incase the holes distort before the flues are fitted. You can also see in this photo the ends of the tubes flared. This is the first stage before finally forming the beading. A view showing the tubes after beading. Expanding and beading all those tubes in just two days is pretty good going! A close up showing a beaded tube. The end of the tube is rolled back on itself to make contact with the copper tubeplate. This helps conduct the heat away and stops the ends of the tubes burning away and cracking. Another busy day Sunday - 30 dome studs removed and 30 new studs made and fitted. By the end of the day, the dome cover and top feed casting were fitted to the top of the boiler. The plug ferrules have been riveted onto the firebox cladding. The machined bottle ends are welded onto the ends of the superheater flues at Ian Riley`s workshop. Riveting the new smokebox to the boiler. Steve heats the rivets while Chris waits to carry the next one and put it in the hole! Steve rivets the new smokebox onto the boiler. Chris is on the inside with another rivet gun. The barrel cladding is being trial fitted. Lee finishes applying the red oxide to the new smokebox. The new superheater flues are cut to length on a band saw before being fitted into the boiler. A view from the front end of the flues being fitted. With all of the flues fitted, expanded and beaded, Phil works on expanding the last of the small tubes. The new barrel cladding is trial fitted before painting. The boiler, now complete with smokebox and chimney is pulled outside in the sunshine. Steve lights the first fire in the boiler for over 50 years. Mac, James and Pete work on replacing the rotten section of cab roof. The finished cab roof with new section riveted in place ready for painting. The boiler has successfully passed the hydraulic and `out of frame` steam test today. The lagged and clad boiler is lifted off the wagon and lowered onto the new ashpan before being lifted into the frames. The boiler is lifted back into the frames. The loco is now looking very complete after the boiler and cab roof are fitted. 41313 makes the trip round to the running shed to make use of the pit. The ejector pipework complete in the cab. A view of the backhead as more pipes and fittings are added. In the smokebox, the superheater header is in place and the new ejector ring is fitted. The steam pipes and glands are fitted. The air pump in position and plumbed in. Steve makes up the pipework to the air pump. A view of the top feed with the new delivery pipes. The ejector in position and with the steam pipes fitted. The injector steam pipes are bent to shape and fitted. New pony axlebox dust shields have been made and are seen here being painted. Lots more pipes have now been fitted in the cab. Here are all the steam brake pipes along with the additional air brake pipes. A view of the cab now that all the pipework and fittings have been completed. Big day today! We steamed 41313 for the first time in 50 years after we have overhauled it! Huge feeling of satisfaction and extremely grateful to all that have helped, 03/06/17. The work`s photo of the finished loco! June 2017 41313 steam testing, June 2017. With 7 days to her launch back into traffic 41313 is out for an early morning loaded test run. Bring on the 24th of June! 17/06/17. 41313 steam testing, June 2017. 41313 steam testing, June 2017. 41313 steam testing, June 2017. 41313 steam testing, June 2017. The crew celebrating the launch of 41313, 24/06/17. The Chairman of the Isle of Wight Steam Railway Steve Oates, plus the ESR Chairman, Richard Masters launching 41313, 24/06/17. 41313 launch, 24/06/17. The bottle smashes over 41313 at the official launch, 24/06/17. 41313 ready to haul a passenger train, 24/06/17. The engine of the hour at the launch of 41313! 24/06/17. 41313 and 46447 head to head, 24/06/17. 41313 launch, 24/06/17. 41313 and 46447 head to head, 24/06/17. 41313 and 46447 double header, 24/06/17. 41313 launch, 24/06/17. 41313 and 46447 double header, 24/06/17. 41313 in steam! 24/06/17.