5th NATIONAL DMU CONVENTION
October 13th, 14th & 15th 2000
Words by Tony Fox, Pics by Paul Moxon

Introduction
The Railcar Association's Fifth National DMU Convention, organised by Graham Thornton, was held this year at the East Lancs. Railway during 13th – 15th October 2000. The usual number of about fifty delegates attended, representing most diesel railcar preservation groups and operating railways in Great Britain. The event was very successful and our thanks go to Graham for a good job well done.

Driving Experience
Driver experience sessions on the Railway's Class 110 three-car set on Friday 13th were very well supported. Being able to move around with 720hp of Rolls-Royce engine under your left hand is obviously too good to miss. After similar success on the West Somerset in 1999, the opportunity to drive on another railway is set to become a traditional feature of the Convention.

"Wonder if we can fit Rollers to our 104s?" Rob Simpson drives one of the 'other' Birmingham DMUs.

In the evening there was a return trip to Ramsbottom, with an hour to visit to visit the local watering hole.

Formal meeting
Saturday 14th dawned wet and miserable and stayed that way. However, spirits were high because of the varied activities on offer. The Class 110 ran five round trips in public service throughout the day, and there was an opportunity to visit the Railway's maintenance workshops during the morning. Attendees were able to take shelter in the afternoon in Bury's White Lion Hotel, close to Bolton Street Station for the formal part of the Convention, the annual meeting.

Graham Thornton opened with a welcome to the East Lancs. and a rundown of railcar activity on the line. Biggest job in hand is the Class 105 Cravens Driving Trailer. Progress has been slow because of limited resources. Rebuilding of the bodywork is almost complete and attention will next turn to the interior. Plans for the purchase of authentic moquette and floor-covering are being made. Given the length of time to complete the trailer, external funding will be sought for the work on the power car.

The Class 110 set is performing well in regular service. It will receive attention to the floors when time permits. Acquisition of an operational Class 101 power-trailer set is in hand; to ease the load on the Birmingham unit.

The battery set will be available to a good home (north of the Border) once ownership issues are sorted out. Longer term, the Wickham departmental railbus is to be converted to a passenger-carrying vehicle.

Disposals by Angel Trains Limited
The open forum session turned into a long debate on the mechanics of purchasing railcars from Angel Trains Ltd. Tony Fox presented a report on the status of negotiations with Angel started in mid-1999 by a small group of volunteers. A succession of unexpected factors (late delivery of Scotrail and Central Trains' Class 170 units, teething troubles with First North Western's Class 175 Coradia units and the unexpected transfer of Corkerhill Class 101 sets to Longsight for further service) has contributed to uncertainty and made it difficult for Angel to prepare a firm plan for disposal of surplus vehicles. However, there is light at the end of the tunnel. Vehicle condition reports and a price list are expected soon from Angel for all Class 101 and 117 vehicles in store at MoD Shoeburyness. To facilitate the process, Tony Fox agreed to co-ordinate a list of "expressions of interest" in specific vehicles by prospective purchasers in TRA. Angel are expected to publish a procurement package during October and hopefully bids will be processed during November.

As soon as more information becomes available it will be posted on TRA's website and also sent out in a special mailing to Monthly Bulletin subscribers.

The 2001 Convention is to take place as planned on the Mid-Norfolk Railway. It was decided that the 2002 Convention should take place on the Swanage Railway, following nomination by Peter Catt, subject to formal Railway approval. Suggestions of an additional meeting in Spring 2001 could mean that a joint event at the Telford & Chasewater Railways will be our next get-together.

Main-line Certification: John Campbell, RESCO
John Campbell outlined the procedure for certifying rolling stock for main-line operation. Ian McDonald has already achieved this with 55003. Brett Rogers (Class 121) and Stuart Mackay (Class 126) will follow suit soon. The current regulations were set up in the Railways Act of 1993, the key aspect being the Railway Safety Case for running trains on track. Essentially, owners have to prove to RESCO that vehicles are safe to operate. Railtrack have developed Group Standards in response to the safety case regulations.

Derogation (exemption from the full rules) is possible under the Heritage label. Railtrack stipulate that heritage vehicles must not run more than 15,000 miles annually on the main-line. Requirements for slam door vehicles are not yet fully clear. They may be exempt, require central door locking or the provision of stewards during operation.

Vehicles can be tested individually, so Class 108 underframes are not necessarily a show-stopper. Wooden-bodied stock will be completely banned.

TPWS is a definite future requirement, but a variant based on vacuum brakes has yet to be developed. Perhaps heritage vehicle owners could share development costs.

Although RESCO make all information relating to mainline certification freely available, their overall administration costs to handle an application are typically £5,000–£6,000.

Restoration of 55003: Ian McDonald
Ian McDonald provided a lively commentary to a video (available commercially from Ian) showing all stages of 55003's life in preservation. Acquired as a decontaminated shell from MC Metals, the vehicle was first stabled initially at Chinnor & Princes Risborough. It soon moved on to the Northampton & Lamport Railway where most work has been carried out. 55001 was recently acquired as a source of spares but found to be in such good condition that it too will be preserved.

Notable tasks (and expense) include replating of most body panels, kite-marked glass in all windows and new door-locks all round (although some doors are not in use). Paintwork consists of red oxide, two undercoats, three top coats and two varnish coats! Completed in October 1999, 55003 has now moved to the Mid-Hants Railway for more frequent operation and ease of main-line access.

Costs of main-line operation are such that ticket sales must be complemented by sponsorship.

Key point to remember for main-line certification is that full documentary evidence is required to prove that all work and checks have been performed properly. A comprehensive management and audit system is essential.

The Wickham Project and Lottery funding: Evan Green-Hughes
Evan described how the Wickham unit was rescued from oblivion at Chasewater. Work stopped after both cars had been stripped of asbestos and the power car body rebuilt to original condition at the Midland Railway Centre. It was realised that the only way forward was to apply for grant funding and have the whole job finished in two years. The combination of personal funding and volunteer labour is not feasible for such a project.

After review of the funding sources available (including EC grants, industrial and Local Authority grants, government aid for deprived areas, Science Museum Prism Fund) application was made to the National Heritage Lottery Fund. After two years of preparation, submission and provision of additional information a grant was finally awarded.

Evan emphasised that a project's eligibility for a grant should be clearly established up-front, as there is a huge amount of work in preparing and submitting an application. Key advice was to do exactly what the application pack stipulates, for example by answering all questions in the way requested. Expect additional questions following submission, and be absolutely consistent in all statements made. It is very important to emphasise the benefits to be derived by the public should a grant be awarded. Note that awards are only made to a charity or non-profit-making organisation, not to individuals. As with mainline certification, it is important to record in the prescribed manner all work performed during the project.

Match funding varies between 5 and 50%, with a minimum of 25% for applications greater than £100,000.

Completion date for the Wickham Project is February 2002. All members of TRA will receive a complimentary ticket for the first day of operation.

Evening Excursions
Once the Class 110 returned on the last service train, the Wickham Departmental railbus was giving an outing, doing a return to Ramsbottom, and then the Class 110 did the same trip.

Sunday jaunts
Sunday's weather was a vast improvement on the previous day. Stuart Mackay heaved a sigh of relief, as he had arranged with two nearby railways to run special trains in association with the Convention. W & M Railbus 79964 was in service on the Keighley & Worth Valley, and Mike Owen and Mike Froud's Class 107 3-car set ran all day between Embsay and Bolton Abbey. Both units were in excellent condition, complemented of course by the exceptional scenery. This was a very successful venture which could be repeated in future years (North Norfolk and Colne Valley in 2001?).

Special thanks are due to these two lines for supporting the event.

	Some tourists on the Keighley & Worth Valley Railway
	The Class 107 on the Embsay & Bolton Abbey Railway

The 1999 gala was at the West Somerset Railway.