BR 92207 "Morning Star" Blog

Taking advantage of the good weather on Friday, Colin and Kevin focused on cleaning the reverser shaft, a crucial component of the locomotive’s operation. The reverser shaft connects the reverser hand wheel in the cab to the reverser mechanism by the motion, and it features a hollow tube with two Hardi Spicer (Universal) joints welded to each end. 

The first task involved removing the rust and accumulated dirt that had built up over the years during its time at Barry. Using a wire brush, the team carefully cleaned the shaft, revealing the number "92207" stamped into it. This small but exciting discovery marked a significant moment in the restoration, connecting the component to the locomotive's identity.

After the cleaning process, Hydrate-80 was applied in several coats. This product acts as both a rust converter and a protective base layer, ensuring that the shaft would be safeguarded from further corrosion.

The following day, Trustee and long-time volunteer Phil took over and applied a layer of black gloss to the shaft. This final touch not only enhanced the appearance but also provided a durable, high-quality finish that will ensure the reverser shaft remains in excellent condition for the locomotive's operational life.

Again, taking advantage of the warm weather, the working party got to work removing the old paint from the brake rigging. These parts had been painted when they were removed from the loco during the earlier stages of restoration. Yellow paint was what was available at the time.

The old paint was removed using a wire brush before being protected with Hydrate-80. A future task will be to paint them in black gloss.

Below, you can see Toby, Trevor, and Jim hard at work.

Below, Kevin can be seen demonstrating perfectly the process that was carried out. Wire brushing then applying Hydrate-80.

Once the old paint had been removed, the next task was to begin stripping the brake linkage, where the adjusting screws had seized with rust over the years.

To do this, a mixture of lubrication, heat, and brute force was applied. By the end of the working session, the team had successfully stripped all the brake linkage, making it ready for repairs and reassembly. Below, from left to right, Steve, Kevin, Barrie, and Dave set to work removing the adjusting screw from one of the rear brake linkages to access a broken fork end, which connects to the rear brake shaft. An intact version can be seen in the next picture below. This is the only part of the brake linkage that needs replacing. Should anyone wish to help cover the cost of this vital part, please get in touch.

Whilst removing various components from the shed, the main vacuum pipes were removed so that examination and preparation could be carried out. The plan is to send them away for 'pickling treatment,' which involves bathing them in an acidic solution to remove any rust. Some dents are also present on the pipes, so these will need to be repaired in the future.

As the worse weather set in across Monday and Tuesday, the party's attention turned to fitting items onto the chassis, including the installation of the front brake shaft.

This was a very challenging operation, which was carried out safely with the use of a crane, as the item is very heavy. The shaft sits on Bronze bushings, which are bolted onto the frames. With this vital component in place, further assembly of the front brake system, which operates the brakes on the two leading wheels, can continue.

Below, a pleased Dave Dury, who was key to the operation along with Barrie Papworth, looks on.

Richard Kellaway has nearly finished producing pipe clips at his home workshop in Cornwall and has spent his time during the working session with Keith fitting and securing the clips in place, awaiting the pipes.

The photo below shows the new grease lines to the rear axle box horn guides, which were fitted by Dave Dury.

Around 70% of the grease lines are now in place, and materials have been acquired so that the plumbing of the oil pipes can begin shortly.

Further progress with the lubrication system involves the machining of the blank oil feed fittings for the Underkeeps. The first photo shows the blank casting. The next photograph illustrates the tool made to hold the blank casting in the lathe. The fitting is then shown securely held in the holder in the chuck of the lathe, allowing the first thread to be cut. 

To enable further machining of the other lug, a faceplate tool was created to hold the fitting using the thread on the other threaded lug. The final photograph shows both lugs fully machined.

Each Underkeep is fitted with a manual oil fill and drain. This is a complex Y-casting into which a cork is placed in the top lug and a drain plug in the lower part. The third part is then fitted into the Underkeep. To secure the cork and drain plug, threads must be machined into the lugs. To machine these threads into two of the lugs, the third lug, which fits into the Underkeep, must be machined using a modified faceplate tool that was previously made for the oil feed elbows. The photos show the Y-piece held in the tool by the oil drain plug.

Pictured below are Keith Bottomley and Philip Oldfield holding one of the two Expansion Links for 92207. Keith and Barrie recently visited Phil to collect the pair of links.

Phil has an impressive track record in locomotive restoration, having previously restored BR Standard Class 4MT 80136, which was rescued from Barry Scrapyard and is now operational at the North Yorkshire Moors Railway.

For 92207, some grinding work is required on the Expansion Links due to slight corrosion on the faces where the Die Blocks slide. To accommodate this, oversize Die Blocks have been produced and will be machined to fit the marginally wider slot in the links. This work is a crucial part of ensuring the smooth operation of the locomotive when it returns to service.

Work has begun on machining one of the new Axlebox Underkeep castings (see Pics 1, 2, and 3). In the photographs, Steve Jefferey is shown machining the first of the Underkeeps. There are a total of 8 to be machined, including a pair for the main driving axle, which has a 10" diameter; the remainder have a 9" diameter.

The leading pair of Underkeeps are already in position, as these were not removed when 92207 was at Barry due to the Great Western Railway Automatic Train Control (ATC) system being in place, which prevented access to slide them out. In the picture of the front axlebox, the bracket on the left has the mounting hole for the ATC equipment. Clearly, we will not be refitting this apparatus, as it is redundant and, in any event, is in poor condition after deteriorating during its time at Barry Scrapyard.

The new lubricating pipe to feed the Underkeep is shown in Pic 1. Inside the Underkeep are the Oiler Pads, which are spring-loaded so that the pads lubricate the underside of the axle journal. Tails from the pads drop down into the oil reservoir within the Underkeep, and the wick effect ensures lubrication of the white metal axlebox bearing. New Oiler Pads were purchased some time ago.

The original Underkeeps had the filler and drain Y-piece incorporated into the casting. However, this has not been possible with the current Underkeep castings. We had the Y-piece cast separately, and seven of them are pictured in Pic 2. These have already had the threads cut for the cork, which will be placed into the top section, and the bottom part where a drain plug will be screwed in. We have all the corks and plugs ready. A jig will be made so that the section of the Y-piece that will go into the Underkeep can be machined. The photograph (Pic 1) of the Leading Axle Underkeep shows how the Y-piece is positioned—note the "92207" stamped on the left of the Underkeep.

Although not on the critical path in the first couple of years of the restoration programme, the procurement of the Centre and Side Bearer grate sections was undertaken to save on costs. A number of locomotive owners came together to have these produced, which reduced unit costs. In turn, these grate sections will be positioned onto the Ash Pan. Incidentally, all of the sections for the Ash Pan have been obtained and will be welded together in the near future.

When 92207 was at Barry, the Piston Valve spindles were cut off, probably by someone attempting to remove the Crosshead. The damage to the ends of the spindles can be seen in the photograph. As a result, we have had new Valve Spindles forged, which are shown below.

Craig Fowler at Radstock has stepped forward, offering his expertise as a skilled machinist to machine the new spindles. Recently, Keith and Barrie dropped off the old Piston Valve Assemblies along with the new Valve Spindles at the machine shop where Craig works. In no time at all, Craig removed the old Piston Heads and measured the machined area on the old spindles against the drawing. The dimensions match, so the way is clear to machine the new spindle forgings. The Piston Valve Heads, along with the nuts and spacers, have been marked up to ensure they can be properly matched during reassembly.

Thanks to the generosity of our supporters, we have made steady progress towards acquiring all the gauges required for 92207. Most of the gauges require some degree of overhaul before they can be put into service, such as calibration and light repairs. As you will see, what is most fascinating is the history behind them.

Firstly, a Duplex Vacuum Gauge was obtained from a group restoring RSH No. 77, an industrial steam locomotive being restored at the Durham Locomotive Preservation Group. The gauge is in particularly good condition and only requires calibration.

Secondly, a Boiler Pressure gauge has been acquired online. This particular gauge was previously used on Modified Hall No. 7924 Thornycroft Hall, until the locomotive was withdrawn at Oxford (81F). You may notice that the dial face is designed for a boiler with a working pressure of 225 PSI rather than the 9F's full 250 PSI. As a result, the "blow-off" safety mark in red will need to be moved, in addition to a calibration.

In addition to this, Nick Feast, who has been overhauling and testing Silvertown lubricator pumps, donated two gauges, one of which will be used for measuring Steam Chest pressures. Again, these will need calibrating.

Finally, it was decided some time ago that 92207 would be fitted with a speedometer, as has been done on a number of 9Fs during their tenure in railway preservation. The opportunity to achieve this arose when a speedometer gauge was found in an online railwayana shop. It is believed to have been removed from 34057 Biggin Hill, based on a number etched into the back of the dial. It’s interesting to reflect that this speedometer has been over the Somerset and Dorset line when Biggin Hill, accompanied by West Country Pacific 34006 Bude, traversed the S&D on that fateful Saturday in March 1966—and that it will once again have that opportunity.

The plan for the speedometer is to attach the drive to the leading wheelset of the tender on the driver’s side, as done on other 9Fs, such as 92212. This is more discreet than mounting it on the rear wheelset of the locomotive. There is also the benefit of using a speedo generator from a heritage diesel, which is more readily available than the steam loco equivalent. Three wheelsets from a Class 40 have already been acquired for this purpose, although the wheels will need to be replaced due to size differences: 3ft 9in on a Class 40, whereas those for a 9F are 3ft 3 1/2in. Additionally, the wheels on a 9F tender are spoked, whereas those on a Class 40 are solid.

We have the wheel wear compensator housing and the armoured covering for the cable. What is further required is a diesel speedo generator with mounting plate, plus a wheel wear compensator potentiometer. If anyone knows how or where to acquire these, please get in touch.

Progress with the brake gear has continued with the fitting of the front and rear Steam Brake Cylinders. Shortly, the Front Brake Shaft will also be fitted.

The Rear Brake Shaft was partially cut when 92207 was at Barry. The forked end, which locates onto the brake rigging, was cut through, and as a result, that section of the Brake Shaft needs to be replaced. A new forged section has been produced and machined, as shown in the photographs. The new section is being machined on the milling machine by Pete Holloway near Poole. This new section, along with the damaged area on the brake shaft, will need to be prepared for welding. A coded welder will be consulted to determine how this should be done, as part of a Method Statement for welding the two sections together, which will be carried out by this person.

In the photograph below, the damaged section of the Rear Brake Shaft is highlighted by a red circle.

Steve Jeffrey fabricated a frame to bolt to the steam brake cylinder to assist in jacking both the front and rear cylinders into position. This was achieved safely, and photos of the rear and front steam brake cylinders are shown (Pics 1 & 2). Only the fitting of the second lock nut and split pins is required to complete the installation.

Steve has also been steadily continuing his work on the lubrication system, having completed the plumbing of the oil pots to the leading pony truck (Pics 1 & 2). These oil pots hold the oil that lubricates the leading pony truck underneath. The oil is siphoned down the pipes at a rate of only a few drops per minute via the use of a worsted trimming. These trimmings have been made from worsted wool and copper wire by Toby Dolman (Pic 3). The use of copper wire is important, as it prevents damage to the bearing should the trimming break.

It should be noted that the oil pipe fittings were machined off-site in home workshops, but having completed these in advance has allowed us to make excellent progress in fitting the new copper pipes.

In the background, Keith and Barrie have been working with Steve Humby from the Mid-Hants Railway on the procurement of new 12-feed Silvertown lubricator bodies.

The renowned boilersmith Allan Schofield of Railway Boiler Services in Manchester is an expert in overhauling and repairing steam locomotives. With his work at the East Lancs Railway, the Bury Standard 4 Group, and with mainline-registered steam locomotives, Allan has rightfully earned a great reputation in the industry over several decades. He is also capable of producing high-quality machining, as evidenced in the photographs below.

The Clack Valve body castings were done first (Pic 1). For those not familiar, these are the non-return valves through which feedwater from the injectors is fed into the boiler. On the locomotive, they are positioned on the top edge of the boiler, either side at the front, just behind the smokebox. Allan then machined the Blast Pipe Caps (Pic 2), which sit on the top of the twin blast pipes located at the base of the smokebox. Each cap is fitted with four nozzles for the blower. These will be machined from stainless steel.

Another member of the team, Dave Beard, a skilled machinist, has completed the machining of the lubricator sight glass frames (Pic 3). Although not critical at this stage, as with other components, the opportunity is seized to complete future jobs when immediate tasks cannot be done straight away, saving time further down the line.

Pictured are two views of the Driver's Brake Stand, onto which the Driver's Brake Valve and Blower Valve have been bolted. Both of these items were manufactured some years ago. The sanding valve handle, which will be positioned towards the bottom of the Brake Stand, has been recently refurbished by Bob Chambers at his workshop in Devon.

A number of new valve handles have also been cast and are currently with Richard Kellaway at his workshop in Cornwall for machining of the centre hole. Among the batch is one original for reference.

Keith carried out some research to obtain the roller bearings for the Return Cranks (Pic 2). These are fixed to the Return Crank Rod, which is connected to the bottom of the Expansion Link, a part of the valve system that controls the amount of steam used. This bearing has an outside diameter of approximately 6 inches. The supplier advised that it has very limited stocks of this bearing, so we consider ourselves fortunate to have obtained a pair.

A great deal of progress has been made in completing the components required to assemble the brake gear, which is due to happen towards the end of the year (2024). The front brake shaft has been completed and is now ready for fitting to the main frames (Pic 1). In addition, new brake block pins have been machined, thanks to long-term volunteer Jon Griffin at Midsomer Norton (Pic 2), and now just require heat treatment along with other pins and bushes. Our thanks also go to team members Dave Beard and Steve Jefferey for machining these items.

Other numerous pins are shown, including the Brake Hanger pins (Pic 1), Steam Brake pins (Pic 2), and Cross Beam pins (Pic 3). Once all the pins and bushes have been produced, they will be sent away for heat treatment. A company to undertake this has been located, and estimates are being obtained.

With all the different types of pins, it is important that they be easily identifiable, so the heads have been stamped with the BR drawing number and the corresponding item number on the drawing. An example is the Brake Hanger Pins, where there are three lengths identified by item numbers 248/249 and 250 on drawing number SL/BR/171. The 'BR' in this case indicates that the drawing was produced at Brighton. There are a range of drawings created at different works, identified by initials. For example, 'DN' stands for Doncaster, 'SW' for Swindon, or 'DE' for Derby. The 'SL' at the beginning stood for 'Standard Loco,' but this did not just relate to the 999 BR Standards.

The bushes for the Brake Hanger top bearing were produced some time ago, but the larger ones that fit into the bottom section of the hanger, coloured blue in the diagram (Pic 1) below, have now been machined. The bushes that fit on the end of the Brake Crossbeam have also been produced (Pic 2), coloured green in the diagram. Dave Beard has also machined the smaller bushes that are pressed into the Crossbeam (Pic 3), coloured red in the diagram. We are currently pricing the cost of heat treatment for these bushes, along with the pins for the brake rigging.

During the spring period, further work was carried out on fitting the grease line pipes along the sides of the main frames. The contrast of the copper pipes against the black-painted frames really starts to make the chassis look fit for service (Pic 1). Richard Kellaway, at his workshop in Cornwall, has completed the production of new pipe clamps. The photo shows one of the pipe clamp formers he machined in a press, having just produced a clamp (Pic 2). Once formed, the clamp was trimmed and the mounting holes drilled, ready for fitting to the frames. The completed set of pipe clamps is shown in Picture 3.

All but two of the coupling rods have been cleaned of rust and painted with a preserving wax. Acquisition of the few remaining parts continues, with the delivery of a new Reverser Handwheel that has been cast, funded by one of our members.

A few months ago, we borrowed a pattern from the BR Standard Loco Owners Group for the Reverser Handwheel. A casting was produced, and can be seen in the photograph, along with a number of other parts. Over time, we have been sourcing parts for the Reverser mechanism. A new operating shaft housing casting has been ordered and will be picked up shortly. We have all three cab reverser castings and will be collecting the trunnion block and worm screw in November.

Meanwhile, the successful strategy of the home workshop cottage industry approach continues with the stripping and cleaning of an ex-BR steam brake lubricator at Barrie’s home. This is an original item, which fits to the boiler backhead, with a layer of coal dust adhered to the surface, likely from a firing way back in the 1960s. Barrie remarked that it was interesting to experience the smell of coal exuding from the surface during this process, clearly from a long-ago firing of a locomotive—a ghost from the past, maybe! (Pic 3)

The side window frames, which were produced some years ago, have been expertly cleaned up by Bob Chambers at his workshop in Devon. Bob is shown proudly holding one of the four frames (Pic 1). Glass of the correct type is being sourced for these. The window frame runner castings were procured some time ago and are shown below (Pic 2). In addition, the side windshield frames are to be machined by Richard Kellaway, along with the pivots, at his workshop in Cornwall (Pic 3).

Work continues on the restoration of 92207, with a focus on the parts required for the lubrication system. This has included Steve Jefferey machining over 60 cone fittings for the copper oil feed pipework that is fed from the Silvertown lubricators. He has also machined some ferrules for connecting long sections of pipe runs. During one of the working days, Steve was seen cutting and bending the grease line piping and silver soldering the fittings that have been produced (Pic 1). Those of you familiar with 9Fs will be aware of the small copper piping that comes from the grease blocks located on the sides of the mainframe, between the driving wheels—they really enhance the appearance of the rolling chassis (Pic 2).

To secure this pipework in place, clamps are required. When the locomotive was in Barry, the copper lubrication pipework was removed, along with some of the clamps. The clamps that were left on the locomotive have been cleaned and painted, but a complete inventory of the different types of clamps has been made, with reference to the original British Railways drawings. Richard Kellaway has produced the formers for the various types of pipe clamp that are needed—see photo (Pic 3). The metal strip, which will be cut and bent into shape, has also been procured.

A key part that has been obtained is the regulator valve (Pic 1), which was removed from the boiler for spares for another 9F during the time 92207 was at Barry. This regulator was originally taken from 92207 while the loco was at Barry by David Shepherd for use on his own 9F, 92203 Black Prince, then at the East Somerset Railway. Fortunately for 92207, the regulator was never needed, and as a result, it was left stored in a PMV wagon before being rediscovered many years later. The Trust has been fortunate enough to negotiate the acquisition of this critical component.

During one of the working days on site, Keith Turk and Kevin Drake cleaned the surface rust off the coupling rods before treating them with Waxoyl to protect them from future corrosion (Pic 1).

The vast majority of the motion has been procured over the years, and it is interesting to note that some of it has come from other 9Fs. One of the radius rods, as can be seen from the photograph of one end of it, is stamped with 92085 (Pic 2). As many will remember, sadly, this single-chimney 9F was scrapped at Barry in 1980. It is believed that this occurred because it was located at the end of a row of locomotives during a lull in the scrapping of wagons, so to keep the workforce busy, this 9F, along with GWR Prairie 4156, and North British Diesels D601 Ark Royal and D6122, were scrapped. Certain parts from 92085, such as the radius rods, became available, and it is thought that the wheelsets still exist somewhere.

The two combination levers we have are shown. Essentially, these only require cleaning (Pic 3).

The parts of the motion for 92207 that are still required are the two return crank rods, connecting rods, and one union link. If anyone would like to support the cost of producing the connecting rods, please get in touch. We have a supplier who can forge these to a high standard.

Meanwhile, Nick Feast, at his home workshop in Lymington, has overhauled and pressure-tested the pumps for the 16-feed Silvertown lubricator. He found that the pumps were all in pretty good condition, requiring minimal attention before cleaning out dirt and reassembly. Each pump was then put on his test rig, on which working pressure was reached, and the leak-off time measured (Pic 1). He then travelled to Poole and had the satisfaction of fitting the lubricator on the fireman’s side plinth on the rolling chassis of 92207 (Pic 3). Progress with the lubrication pipe system continues, so in the near future, the pipes will connect to this lubricator (Pic 3 – Inside of Lubricator).

As you may have noticed, some parts already acquired for the 9F are not critical for this stage of the restoration. However, where possible, parts have been acquired to save time and money in the future. One way this is done is by locomotive owners coming together to have these parts produced, which reduces unit costs. For BR Standard Engines, this is coordinated through the British Railways Standard Locomotive Owners Group (BRSLOG). Both Project Managers for 92207 have been involved with BRSLOG for many years. Barrie Papworth was both Secretary and Treasurer during the 1980s and early 1990s when he was involved in the restoration of 92212 on the Great Central Railway at Loughborough, and was one of the locomotive representatives on the group. Keith Bottomley has been Chair of BRSLOG for many years. Going forward, both will represent 92207 at meetings, which are held every six months at different heritage railways around the country. BRSLOG also provides a drawing service to members of the group, coordinated by Peter Wynstanley.

A very extensive number of British Railways drawings for the 9F were included in the sale. These are carefully stored and catalogued by the numerous major areas of the locomotive and tender. Note that these are not all the drawings used in the construction of a 9F. They have been carefully selected. For example, there is no point in having drawings relating to parts of the main frame or the smokebox saddle, as these are already part of the locomotive. We also have soft copies of drawings, which can be provided to contractors to assist in the production of parts.

Some examples, such as a 9F data sheet and a general arrangement drawing for a brake hanger and pony truck, are shown below.

Back in the 1980s, when one of the Project Managers for 92207, Barrie Papworth, was involved in the restoration of 92212 at the Great Central Railway in Loughborough, he was given the manufacturing books for Class 9F locomotives by a colleague on British Rail. These books were used during the construction of Class 9F locomotives at Crewe and Swindon Works in the 1950s. The books itemize every part used to construct a 9F, from the largest to the smallest, including details of drawings and the grade of material. A sample page from one of these books is shown below (Pic 1).

Also within our Technical Resources are a couple of historical documents that Barrie has had in his possession for decades, which can be used as reference material during the restoration and subsequent operation of 92207. The first is the Railway Executive's Instruction Book for Standard Steam Locomotives. This is the first edition, published in 1951, before any BR Class 9Fs were built, though the equipment is similar. This was essentially the MP11 for Standard Steam Locomotives, but it also covers operational elements, such as preparation and disposal.

The second document is a copy of MP11 Standard Examinations for Steam Locomotives. This was a copy presented to Barrie over 40 years ago by John Duncan, who was a Maintenance Supervisor and Engineer at Carlisle Kingmoor during both the steam and diesel eras. For those who remember SLOA (the Steam Locomotive Operators Association), which was run by the late Bernard Staite and organized many mainline steam-hauled specials on British Railways, John Duncan was their Engineering Representative.

Many will know that the MP11 document was later rewritten into MT276 Examination Schedule for Preserved Steam Locomotives Running on British Railways Lines. This was subsequently replaced by RIS-4472-RST Engineering Requirements for Steam Locomotives and other Heritage Rail Vehicles. Heritage Railways have developed maintenance and examination procedures adapted from these source documents for locomotives that do not operate over the national network. It is worth noting, however, that much of the work done on the 9F's running chassis during its restoration has been to MT276 standards.

Work on 92207 continues, including machining activities and the acquisition of parts. The short-term aim is to pipe up the lubrication system on the rolling chassis. Clearly, there are a number of projects required to deliver this. As mentioned below, machining around 100 lubrication nuts has been completed. Dave Beard has also finished the 20 bolts required for the underkeeps to keep them in position.

One of the engineers who has stepped forward is an expert in testing Silvertown lubricator pumps. The 16-feed pump was delivered to his workshop for testing, allowing him to identify any issues. Nick Feast has previously undertaken this work on the Mid-Hants Railway, and we are very grateful to him for joining the project.

Another new team member is Richard Kellaway from Cornwall, who has a lifetime of experience in engineering and an extensive workshop with numerous machines, including lathes and milling machines. He has taken on the production of pipe clamps for the lubrication system. Although we have a number of original clamps, more need to be produced. Initially, Richard will machine formers for each type of clamp required, into which steel strips will be inserted to bend the clamps into shape.

Photos – Keith Bottomley and Steve Jefferey assembling the second steam brake cylinder at Midsomer Norton before it was taken to the locomotive and craned into the shed at Poole.

We were visited earlier this month (June 2023) by Richard Roper, who worked at Swindon Works during the 1950s and contributed to the construction of 9Fs, including the final builds, where 92207 was constructed. He is seen standing next to a new chimney for the locomotive outside the iconic Goods Shed at Midsomer Norton South station.

You may be forgiven for thinking that since the Trust's purchase of 92207, there has been little progress on the restoration, especially if you've been following the updates on the Trust’s website. Happily, this is not the case. As members of the Trust will have seen in the Telegraph magazines published since the Autumn of 2022, significant progress has been made. For the wider audience, however, we have not been able to post updates on the website regularly. Fortunately, someone has kindly stepped forward and offered to assist with this.

Saturday, 26 November 2022, marked the first opportunity for working volunteers from the Trust to get up close and personal with 92207 at the private site near Poole. Eight members took part and were delighted to see the progress made on the locomotive since it left Barry Scrapyard. Over the years, the frames have been completely stripped down, the wheelsets have had their tyres turned to the correct profiles, and the axle journals and motion crank pins have been reground to ensure smooth surfaces. All of the axleboxes and horn guides were done and inspected several years ago by the now-late Bert Hitchens.

The first picture shows the 9F team on the first working day. From left to right: Steven Jefferey (in the orange overalls), Keith Bottomley, and Kevin Drake (nearest to the camera). Barry Bradford can be seen hard at work, cleaning the wheels of 92207, which had accumulated dust over the Covid period. In the final picture, work has begun on removing the damaged section of one of the Rear Brake Pull Rods, which had been cut through at Barry Scrapyard.

Some may remember that while at Barry Scrapyard, the front pony truck wheelset became derailed during a move to release another locomotive. Rather than re-railing it, the decision was made to strap up the wheelset and cut through each wheel. Many years later, Keith Bottomley had the axle of the wheelset ultrasonically tested for flaws. No defects were found, and the damaged wheel was pressed off and replaced with a new one. This can be seen in the second picture below.

As shown in the photograph, the locomotive is now a rolling chassis. Note also the replacement sandboxes with their long necks, which stretch up to where the running plate along the side of the boiler is mounted. The frames have been stripped down, checked, cleaned, and painted. The wheelsets have had the tyres re-profiled, and the axle journals skimmed, along with the crank pins to which the outside motion is attached. Work to repair the horn guides was undertaken several years ago by the respected engineer, the late Bert Hitchin, who many of you will remember for leading the restoration of Bulleid West Country Pacific 34027 Taw Valley from its Barry Scrapyard condition. Bert was also the owner of Black 5 locomotive 45231.

The 9F locomotives and the Somerset & Dorset Railway (S&D) have been inextricably linked since the trial run of 92204 in March 1960, the same month that Evening Star was completed at Swindon Works. So, when the unique opportunity arose for the Trust to purchase 9F 92207 for the Somerset & Dorset, it warranted serious consideration. The acquisition aligns with one of the Trust's primary aims: to recreate the Somerset & Dorset Railway at Midsomer Norton as it would have been during the early 1960s.

This exciting opportunity to purchase such an iconic S&D locomotive was tempered by the need to carry out thorough due diligence, which was undertaken over many months. This included inspecting the current condition of the locomotive and compiling a full inventory of all the parts included in the sale.

The research revealed that the locomotive is a rolling chassis that has undergone significant restoration work over the years since it was purchased from Barry Scrapyard. This work includes reprofiling the wheels, overhauling the axle boxes, and grinding the axle journals and crank pins. The Pony Truck wheels, which were damaged during the locomotive's time at Barry, were replaced some years ago. The analysis of parts found that around 80% are available as part of the sale.

Having completed its investigations, and realizing the numerous benefits a 9F would bring to the railway at Midsomer Norton—including enhancing its status on the heritage railway scene—the Trust decided to purchase 92207.

Since the purchase, a Project Plan has been established, aiming for the locomotive to be completed by 2029. To manage the large quantity of parts, restoration tasks, machining, and acquisitions, a comprehensive register tracking the status of each item has also been created.

In time, 92207 will become a valuable attraction that will draw visitors to the railway in its own right. Look at the images below and imagine, from a rolling chassis to a fully restored 9F for the S&D in 2029—all made possible with your support!