The brake control apparatus consisting of an "SJ" ejector and a steam brake control value has been installed in the cab. A vacuum pipe from the "SJ" ejector has been installed to both the front and rear buffer beams. At the buffer beams, drain values for any accumulated water in the vacuum pipe have been installed and the vacuum bags with its connections have been attached. This will allow the loco's vacuum pipe to be coupled to the vacuum fitted rolling stock so that when the driver makes a brake application it will also apply the brakes on the rolling stock which it is coupled to.

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Steam heating pipes from the front and rear buffer beams have also been installed, both leading into the cab with heat resistant pipe lagging being applied to various parts of this pipework. The pipework is Teed-off which will eventually be connected to the steam manifold on the top of the boiler when it returns.

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This pipe to the steam manifold valve will have an on/off value, and downstream of this a regulation value, which will allow the footplate crew to adjust the steam pressure in this pipe depending on the length of the train and heating demands.

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Drain valves, which allow for any condensed water which has accumulated in the pipework when the locomotive is not in use to be drained away, have been installed as well as a new pressure safety valve for this system and two steam heat bags to allow the steam to flow into the carriages to provide heating to them.

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Boiler pressure gauge, vacuum gauge for the brakes and steam heating pressure gauge have all been fitted to the cab front, including the new whistle fitted outside. The original rear buffers have been refitted to the rear buffer beam following modifications which should provide a smoother ride but will be proven during its trial run under its own steam.

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The water injectors which will be located on the boiler backplate have had their components completely dismantled, cleaned and reassembled. The injector bodies have had all the old paint removed and several coats of heat resistance red paint have been applied so that they are the same colour (or as close to) as what they would have been traditionally painted in its previous working life. Several final topcoats are yet to be applied.

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Side steps to allow the footplate crew to re-fill the water-side tanks during a day's operation have been designed and the technical drawings have been sent away for component manufacture. This will also allow the driver access to fill the oil lubricators and other oiling points before leaving the steam shed in the morning and the Fireman to clean the Smokebox out at the end of the day.

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The reversing lever has had a repaint into "signal red" colour, and bearing oil is being applied to the various valve gear components frequently to prevent the motion from becoming stiff to operate. The Whistle has been installed and the whistle chain has been attached to the cab roof.

The boiler has been returned to the railway and reintegrated with the rest of the locomotive following work at an external contractor to restore it to a working condition.

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The loco had undertaken a static steam test on the 7th June 2022 to set the safety valves to release at the registered pressure of the boiler. Other tests while the loco was in steam include the injectors and blower to ensure they operate properly, as well as to identify any possible steam leaks which are to be rectified if necessary.

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Work has started on painting the exterior of the locomotive.

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The locomotive is now in its final stages of being reassembled which once completed, hopefully before the end of 2022, may operate a regular passenger service between Wirksworth and Duffield in conjunction with other locos which have recently become resident or will be on loan from other railways.