ISSUE 53 - JULY 2000

INTRODUCTION

The summer 101 diagrams are available in spreadsheet format on the web site (too much to print this time — apologies). Look at www.railcar.co.uk/his100-109/101state/intro.htm 

Saturday 12th August is the deadline for Issue 54 of The Railcar.

THE RAILCAR ASSOCIATION

After all those rumours...
Unexpectedly, it is looking almost certain that Corkerhill's working Class 101 units will after all be transferred to Longsight for further service with First North Western, possibly in August 2000. This is disappointing news for those of us who were gearing up for possible acquisition of a Scottish unit later this summer, following rumours of their withdrawal and disposal at the end of July.
Given the problems in bringing Class 175 Coradias into service, there is also continued uncertainty about FNW's plans for eventual withdrawal of these and their existing Class 101 sets.
More generally, the outlook could be even gloomier for railcar preservationists. Will the increase in passenger numbers in the UK enable Angel to keep Class 101 units on lease right up to the slam-door guillotine of 31st Dec. 2002? This makes commercial sense for Angel Trains Ltd, but would naturally be very disappointing for us. The only Class 101 vehicles likely to be available for the next couple of years would then be non-runners following accidents, major breakdowns or cannibalisation.
TRA will continue its regular contact with Angel, so that when firm opportunities arise we can move swiftly. Meanwhile, if you have urgent needs don't forget the Class 117s stored at Shoeburyness...

This message has been received from the other side of the world. Can anyone help?

Dear Railcar Group in the UK, Greetings from New Zealand.

At Pahiatua there is a Railcar Society and its purpose is to preserve some of the railcars that were purpose-built in New Zealand during the 1930s. For further information see web sites: www.geocities.com/nzrailcar  and www.geocities.com/pahiatuarailcar 

In addition to this, a separate group has recently been formed and they have purchased a Metro-Cammell twin-set unit (88 seats) that was originally powered by two 20 litre FIAT horizontal diesel engines.

These railcars (originally a class of 35 units) were first put into service with the N.Z. Government Railways during the late-1950s and were unceremoniously scrapped by the N.Z.R. in the late 1970s.

Only one unit remains and this has now finally been secured for preservation. For historic details see: www.geocities.com/rm133nz/ 

Fortunately, after all the efforts on the part of the railway authorities of the day to destroy them all, this one railcar comes to us.

Unfortunately it comes without engines, transmission or final drives.... and we are currently in the process of searching the world-wide railway market for suitable (used/good condition) horizontal engines, transmissions and other equipment we could purchase whereby this comfortable and good-looking railcar could be rebuilt and restored to running condition.

Therefore, we would very much like to obtain copies of some of the published literature relating to preserved and restored railcars within the United Kingdom. From these we hopefully may be able to locate a source for the components we need.

Please send a list and prices.

Looking forward to your reply and to making contact with your railcar group.

Ray Sigvertsen, for R.M. 133 Railcar Group, c/o P.O. Box 836, Masterton 5915, New Zealand. ray.sigvertsen@contact.net.nz.

NEWS

BUBBLE INCIDENT Apparently one of the bubble cars being used as route learners round Birmingham (thought to be the greenish unit ex Bedford-Bletchley) hit a propane gas cylinder left in the four-foot by local vandals and derailed. Preliminary reports say that the bodywork down one side is severely damaged, and a bogie is also bent. It is expected to be moved to Tyseley this week for evaluation, and a set of wheelskates were requested for it, to take it from Soho Sidings. Thanks to Frank Nicholas for this.

NEW CLASS PRESERVED 141108 arrived at the Mid-Norfolk Railway last week and is expected to make a rapid entry into the service fleet, taking pressure off the 122 and 108 units which require routine maintenance. The MNR sees the 141 as a useful vehicle which will emphasise the modern community railway aspect of the line (the other aspects being heritage/tourist operation and freight). Proving runs should start shortly.

KEITH & DUFFTOWN RLY After a few weeks "trial running" the line had its official opening ceremony on the 8th July. The Class 108 is ideal for the line, which is extremely scenic, and ran faultlessly. Still in NSE livery, the bodies have had a good clean up and it looks quite fresh. I'm sure we all wish them the best of luck.

PARTS & SUPPLIERS

SPRINGS In issue 51 Trevor Daw from the DMU Group (West Midlands) noted their intentions to order new throttle motor to governor return springs. They have now located a jobbing spring maker in Redditch who will manufacture small quantities. When Trevor showed him the sample he remarked on the high quality of the spring! The coned ends and the shaped hooks all help to give trouble-free service in such a hostile environment. The hook ends are usually made up of a softer wire, which does not compromise the strength of the spring. The estimate for making a small quantity is approx. £4.70 incl. VAT. Trevor is placing an order in July/August. If any other groups are interested, please contact him as soon as possible.

PRESERVATION

DMU GROUP (WM) The work on the 3-car 108 set over the early summer period has been concentrated on running maintenance. Battery cells were topped up and connections checked for security. Brake blocks have been changed as required and brake rigging adjusted on power cars and trailers. They are grateful to the ex- DMU fitters at Tyseley for their advice on how to approach the job and set up the rigging.

The on-board 10Kw generator was serviced with new filters and changes of oil and coolant. The three filters alone cost £111. How can Honda justify the high cost of filter replacement? For many years they have been filling this machine by hand from 5-gallon containers. This year matters have been brought up-to-date. A 24v rotary fuel pump has been plumbed into one of the main fuel tanks, via suitable in-line filters up to the generator fuel tank. A few minutes with a finger on the push switch, and the tank is filled without splashing or ingress of dirt.

The running season got off to a slow start caused by the decision to cut back the service to start at Bewdley. This has had an effect on the regular passengers. They apologise to them, but look forward to moving back to Kidderminster for year 2001.

MRC — IRIS Present condition: interior stripped of most test equipment, side and ceiling panelling (not original) removed by asbestos contractors for inspection and now certified as asbestos-free — "not enough to fill an eggcup!". The vehicle was stripped at Doncaster (?) years ago but no paperwork was issued. The generator and toilet compartment fitted for RTC use are still present and will probably be retained for the time being (nine seats were originally fitted in this space). One of the original glass partitions has been replaced by the original guard's compartment bulkhead to enlarge the brake for the generator but all the remaining ones are mostly as built. They still have the old fawn Formica although this has been much cut and carved to fit test gear etc. The glass has already been refitted in them where plywood had been substituted.

John Joyce

Other interior work at Butterley has involved removal of the mass of wiring installed for laboratory use and relocation of electrical control boxes for the generator, fire alarm and 240v circuits.

Externally the vehicle is mainly as built but various holes for ventilation fans, tank fillers, electrical equipment etc. had been cut, especially in the roof. All of these additions, except for the generator vents, have now been removed and after a couple of days aluminium welding, all the holes had been sealed up.

Mechanically, it was thought that the unit was a non-runner due to blown head gaskets and a seized engine. However after battery charging, topping up oil and coolant and reconnecting the fire bottles, both engines were started easily. No.1 engine is blowing exhaust from one of the head bolts indicating gasket trouble whilst No.2 is reported to have shut down six times in one day due to coolant loss — the rad fan drive fell off and no-one noticed! (The radiator and fan drive is different to later units, the fan is powered via a belt-driven layshaft not a right-angle drive so the radiators are on the same side as the engines they cool, not opposite.) Both engines leak oil everywhere, which appears to be from defective gaskets, but otherwise nothing too serious is apparent, but further investigation is required.

John Joyce

One of the air tanks was corroded through despite being certified two years ago until 2008! (It was dated 1964.) This was exchanged for a newer one (1985). With control air and vacuum brakes operating satisfactorily the final drives were engaged, enabling the unit to be moved under its own power for the first time in at least a year — albeit only in Butterley yard to get it in the shed for welding as the 08 had been nicked for shunting elsewhere.

The desk has been altered to use Blue Square controls. It's not "Blue Square" though — still Yellow Diamond, apparently.

MID HANTS 55003 The unit has now moved from the Northampton & Lamport Railway to the Mid Hants Railway for the foreseeable future. It underwent commissioning trials on Saturday July 8th which it passed with flying colours and not inconsiderable exhaust fumes, especially on the first trip out of Alresford! It will, hopefully, be utilised during their Enthusiasts' Weekend on July 22nd and 23rd and during the following week's Thomas event posing as Daisy. After that the last part of the RESCO certification is planned — a high-speed trial.

TELFORD 104 Just a few final drive faults to report. Nothing you can't handle, Frank?

• If you can help any of the following groups with their needs or information, please e-mail us at editor@railcar.co.uk

WANTED

URGENT - Free-wheel bearings - K&WVR DMU Group.

Rubber grips - Does anyone know where to obtain the rubber grips from the underside of seat swabs. Ours are on their way out having done their bit. We would be looking for approximately 100, so if we have to manufacture, maybe other groups would be interested? Dean Forest DMU Group.

Batteries - has anyone a good set of batteries that they could sell? Railcar Enterprises.

Luggage racks - suitable for a Class 117, several of each different size required, to complete the restoration of DMS W51402. Northampton & Lamport Railway DMU Group.

Manuals - we have recently acquired a John Fowler 0-4-0 diesel-hydraulic loco which is fitted with a Leyland Albion Series 900 engine which drives through a torque converter a single-speed modified Fowler gearbox/final drive unit. Has anyone got any service, maintenance and spares manuals for this type of engine for sale or to loan to assist in the restoration of the loco to full working order? Northampton & Lamport Railway DMU Group.

FOR SALE

Cage - we are planning to remove the guard's van cage fitted to 108 DMBS M51914 during the coming winter. This is the side passage type, complete with sliding door and square mesh. Removal is to facilitate disabled wheelchair access. If any group is interested in acquiring the metalwork (free), please contact me, otherwise it will be cut up and scrapped. Dean Forest DMU Group.

DMU wheelsets - 2x plain axle, 1x vee belt pulley axle, 1x final drive unit. All wheelsets overhauled 1992/95 and have been unused since. In very good condition, 34" diameter, 2" tyres and full new profiles. Price will be subject to negotiation dependant on quantity required. Loading will be arranged on site which must be cleared ASAP. Also available are 6x primary leaf springs, (4x 8 plates, 2x 9 plates) and a small quantity of bogie brakework linkage including adjustment screws. Full details from Paul Ramsden, Rampart Carriage & Wagon Services Ltd, Derby, tel. 01332 230543, mobile (anytime) 07801 924494, e-mail rampart.cw@talk21.com

Buffet Car - Met-Camm-built 59575. Blue asbestos removed. Call for further details. Railcar Enterprises.

EMU Parts - (taken from Sidelines, thanks to Chris Bull) following the restoration of their four-car unit of 1938 tube stock, the London Transport Museum is reviewing surplus spare parts that had been held until the project was completed. In addition there are some parts believed to be from BR Southern Region EMUs that are also not required. Further details from: Head of Collections, London Transport Museum, 39 Wellington Street, LONDON WC2E 7BB.

LMS 57-foot full brake - built 1944. Very useful storage vehicle. Good sound floor, needs some exterior cladding replaced. Runs OK. Space needed to house DMU. Reasonable price to good home. South Devon Diesel Traction.

Seats - We have a quantity of DMU seats for sale for a nominal price from a vehicle in the 595xx series (thought to be 59518). Enough for one white van! South Devon Diesel Traction.

"DMU Disposal" book - by Ashley Butlin. The book is A4, 72 pages, and has a soft cover. It costs £7.95 including P&P from the publishers: Coorlea Publishing, Beech House, London Road, Washington, Pulborough, WEST SUSSEX RH20 4BA.

Final drives - Wabco (ex-RFS Engineering Ltd) at Doncaster have three overhauled RF28 final drives left in their stores. Please contact Paul Grayson on 01302 790050. They are anxious to dispose of them soon to make space. (Thanks to Class 107 Ltd for this).

BR flashing red LED tail lamps - we have a number of these and if there is sufficient interest we will fit new batteries and supply complete for £30 each. This is considerably cheaper than paraffin lamps and the batteries will last a very long time indeed. Contact us to arrange collection or delivery. Class 107 Ltd.

Brake Feed Valves - we have overhaul kits available, costing £15 per set, which includes two diaphragms and one seal. P&P is approx. £1. We had only 70, 30 are now sold, and when they are gone... Dean Forest DMU Group.

QUESTIONS

From Jim Poor, Gloucester Railcar Trust:

We are getting ready to panel the interior of our 119 vehicles. We have found a company in Chepstow who are quoting to provide Formica sealed onto 3-ply, but are also considering a spray- painted finish to produce the Melamine effect of kitchen furniture. Has anyone else looked at this and what is their experience? The idea is to use a cellulose primer/filler to create a flat surface, then to spray a couple of coats of say magnolia, then some varnish. We do not expect the unit to be used in service on a regular basis and therefore think that Formica might be a luxury, as the surface only needs to be washable.

COMMENTS

From Ian Hazlehurst:
Re. Throttling back and changing gears:

This is something that I have discussed at length with Rob Simpson in the days when the 104s used to operate the Barking – Gospel Oak services as several drivers on this route were prone to "slamming". This is one of the few places I have seen or heard this going on, although more recently I have been on Met-Camm power- trailer sets in Manchester where this has been done, presumably to try and extract a little more speed out of them.
With reference to the bus world, I know this is a practice that is frowned upon by most preserved owners, but on numerous visits to Merseyside I cannot ever remember travelling on Merseybus Atlanteans that weren't "slammed" through the gears. The following is an extract from an AEC Service Manual for 1963, (which I acquired cheaply from an autojumble, just in case it should ever come in useful) for the Reliance bus chassis fitted with either the AH 410 or AH 470 engine.
"DRIVING INSTRUCTIONS — Chassis Fitted With 'Monocontrol Transmission'
Description — The gearbox, which is of the direct-acting compound epicyclic type manufactured under Wilson Patents, provides four forward speeds and reverse. Two versions of the gearbox are available, one being unit-mounted with the engine and the other mounted independently. 'Monocontrol' or 'Automonocontrol' transmission is fitted to suit customers' requirements, the latter type being a development of the 'Monocontrol' box and is fitted with additional electrical units."
It then goes into some detail about how best to drive the bus., the important bit to us is as follows...
"(iii) To Move Off:
Where road conditions are normal, after running the engine at about quarter speed for a few moments, proceed as follows:
Check that the reading on the air pressure gauge is not less than 65lbs per sq. in. Check that the oil pressure gauge, if fitted, does not read below 30lbs per sq. in. minimum at 1,800 rpm.
The electric feed to the change speed selector switch and the E.P. valves passes through the start switch on the switch panel and therefore this switch must be kept closed whenever the vehicle is being operated. When changing gear there is no pre-selection; the selection of a gear ratio results in am immediate ratio change of gear engagement. During the ensuing period of gear changing there is continuous traction.
To Start from Rest on the Level: Unless the vehicle is on an upgradient, move off in 2nd gear. With the engine idling, move the change speed lever from neutral to the 2nd gear slot. Release the hand brake; gently depress the accelerator pedal and the vehicle will move off smoothly. When the vehicle has reached a speed of about 16mph select 3rd gear position keeping the accelerator pedal pressed down. Again when the speed of the vehicle reaches approximately 25mph select top gear, keeping the accelerator pedal pressed down."
So, at least the manual has provided a little information, even if it doesn't really refer to railcar operation. I can only assume that AEC advocated this style of driving to maintain acceleration as the 410 and 470 engines were only 6754 and 7685 cc respectively, for what was a rather heavy chassis.

From chris.94@lineone.net:
Re. Throttling back and changing gears:

The Class 03 has a continuous drive through the engine. This means that the transmission is driven from one end (cab) and auxiliaries (fan, exhauster, etc) from the other (front). Therefore there can be no chance of these being shed like on a railcar.

As for the reduction in engine RPM, the 03 normally revs at about 800 rpm, which is the ideal speed for gear change in a railcar. I have not seen any defects in 03 brake bands apart from the normal wear and tear from use, whereas the railcar, being somewhat more delicate, does not appreciate being put into gear at high speed. (A simple comparison is your car, you wouldn't take it to max revs then throw it into gear and drop the clutch).

We have experienced cases of belts being lost due to poor driving techniques on more than one occasion, and this was a regular occurrence when in national service, along with lost gearboxes. The other thing to be said for throttling back is that when a change is made and power reapplied the ride is a lot smoother as any slack in the drive train is taken up at a lower speed and not so much of a jolt is felt.

From Bjørn Hall (Krøderbanen, Norway):
Re. Throttling back and changing gears:

My own experience is with switchers equipped with 5-speed R11D and SE5 gearboxes without freewheels, and DMUs with 4- speed SE4 gearboxes with freewheels.

On the switcher you "adjust the amount of throttle according to speed and load" when changing gear, while the DMU practice is to throttle back, wait for the engines to drop to idle RPM, change gear, wait for the gear change to take place, increase throttle carefully until the freewheel engages, and then you can "open up" again.

According to the DMU operating manual this is "to avoid damage to the freewheel", nothing special is said about the wear and tear of other gearbox parts, and to my knowledge we do not experience more problems with fan/ dynamo/compressor belts on our switchers than on the DMUs.

Whether it is the freewheel or other parts that suffers the most, (apart from the comfort of the travellers), I think the main reason for the "down to idle", (or wait for the RPM to drop), practice is the following: The throttle, and thereby engine RPM, must be adjusted according to speed and load when changing gears in order to avoid jerky operation. In a switcher with one engine and one gearbox this is fairly simple, but in DMUs with 2 to X not-quite-synchronised engines and 2 to Y not-quite-synchronised-changing gearboxes, the easiest way of accomplishing this is to let the RPM drop considerably (e.g. idle) before changing gears.

From John Joyce:
Re. Wire 38:

Thank you to those that replied on that matter, although I think the point was missed rather. Neither positive nor negative should normally be connected to earth, unlike a car for example, so what is the point of connecting train wire 38 to earth? Oh well, at least nobody else knows why a train wire is earthed either! It was our 127/105 unit that provoked the question, with the earthed wire 38; these vehicles were withdrawn around 1985.

Class 101 status, 15:00 – 15:30, 18/7/00

Corkerhill
684 working
686 CK since 13/4/00
687 working
688 "bodywork condition - fire damaged"!!!
689 CK available
690 CK since 11/4/00
691 CK available
692 working
693 CK available
694 CK, under exam since 10/7/00
695 working

Longsight
653 at LO available
654 at LO available
655 at LO available
656 at LO available
657 at LO, under exam since 7/7/00
658 working
659 stored trailer LO
660 working
661 stored trailer LO
662 stored trailer LO
663 working
664 stored trailer LO
665 LO, out of use since 25/10/99
676 LO available
677 working
678 working
679 working
680 LO, under exam since 15/7/00
681 working
682 LO, under exam since 3/7/00
685 working
835 LO since 20/4/00
840 working

Class 101 listed faults, 15:00 - 15:30, 18/7/00

Corkerhill

684 - 51187 Negative earth fault

687 - 51247 Negative earth fault, 51512 negative earth fault, no. 2 exhauster shaft worn, port fire extinguisher empty.

689 - 51185 Negative earth fault, 51511 Non-multi, engines race when coupled.

690 - Cannibalised since 11/4/00. 53177 - wheelsets no. 1,2,3,4 all scrap size.

691 - 53171 Watertank filler pipe burst at roof, 51253 negative earth on no. 41 wire.

693 - 53266 Negative earth fault

694 - on maintenance repair since 10/7/00. All tyres to measure, both vehicles negative earth faults. 51188 both freewheels robbed, no. 2 gearbox suspected to be seized. An air & axle light test noted as required after the gearbox is renewed. 53268 no. 1 compressor head blowing.

695 - earth fault in both vehicles.

Longsight

653 - 54358 Fault with no. 8 wheel - noted for some time.

654 - 51800 No. 2 final drive - play in crown wheel.

655 - 51428 Roof vent missing.

657 - 53211 & 54855 Tyre turning required before next exam.

660 - 51189 No. 2 engine shut down & isolated, levels OK.

665 - 51429 Washer & wiper not working.

680 - 53163 Water tank leaking. Toilet locked out of use.

681 - 51228 Fuel system bled to start no. 1 engine

682 - 51505 Final drive incident 1/7/00 on Bidston - Wrexham service. Arrived LO 3/7/00. Brake pipe on underframe damaged. No. 1 final drive input shaft off. 53256 'document 505/xc tacho'.

685 - 53160 No. 4 tyre - check for movement.

835 - nothing noted despite being on LO since 20/4/00.

840 - 53322 Big hole on roof where there is a roof vent missing.

NEXT ISSUE : 16th August 2000

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