ISSUE 62 - APRIL 2001

INTRODUCTION

I have talked to some of you in the past few months about the level of work that there would be to sustain a full-time DMU restorer. As you will see from the enclosed leaflet, the response was promising and I have decided to take the plunge, beginning on 30th April. I hope that as many of you as possible will support me in this.

Whilst it means I will not be at home much now, I have invested in a laptop which means I can still be reached by e-mail. As the majority of contributions for this newsletter arrive by this method, it allows me to continue doing this — and the web site. However, for postal contributions, please now send them to John Horne, at the address below. This also simplifies matters as it is the same address as for subscription renewals.

Saturday 12th May is the deadline for Issue 63 of The Railcar.

NEWS

101s GO ON AND ON? S.T.O.R.M. (Save The Oldham Rochdale Manchester line) were set up in the '80s when the line was faced with closure due to a weak bridge in Newbold (between Milnrow and Rochdale). They have meetings about once a month with occasional speakers in from FNW, or NS to talk about the latest developments.

At the last one, the speaker from FNW said that up to four 101s were to be kept for use on commuter diagrams, naming a rush-hour Chester turn, via Northwich until the end of the year.

FIRE EXTINGUISHERS Ian McDonald has alerted us about a NIR that has been issued concerning 1.75 kg AFFF fire extinguishers. It states that some are starting to rust from the inside. This causes blistering of the paintwork and a possibility that they may 'go off' accidentally. Please check all your appliances

PARTS & SUPPLIERS

The Dean Forest DMU Group, like some others, had trouble with air getting round seals in the sliding dog pistons within final drives. The answer is to renew the seals, and it was thought that they would be very expensive and difficult to obtain. However the group were surprised to find them very easily: off-the-shelf at 48 pence plus VAT each. Four are required for each final drive unit, part No - U Ring DE-237175. From Hydraulic Equipment Supermarkets Ltd, which have branches at:

• Innsworth Technology Park. Innsworth Lane, GLOUCESTER GL3 1DL, Tel 01452 730774, Fax 01452 731637
• 7 Glover Way, Parkside Industrial Estate, LEEDS LS11 5JP, Tel 0113 2707295, Fax 0113 2703213
• 424 Bromford Lane, Washwood Heath, BIRMINGHAM B8 2RX, Tel 0121 327 2664, Fax 0121 322 2488
• Unit 7a, Drum Industrial Estate, Chester-Le-Street, COUNTY DURHAM DH2 1AG, Tel 0191 410 6619, Fax 0191 411 1055.

PRESERVATION

CHURNET VALLEY 104s On the 24th March, following on from the engines on 53455, both heaters burst into life and actually provided heat! The same day, the No. 1 engine was successfully started on 53517, which sounded great with no silencer fitted! No. 2 stop solenoid had no power to it, but was successfully run up, for the first time in around five years, the following day, after a wiring fault was discovered which stopped the starter motor from engaging.

On 1st April Rob Simpson removed the front saloon ceiling covering, and had almost recovered one side with fresh hardboard by 17:30. He also took a load of glass for TBS 59228 (under Frank Nicholas's care) at Telford, the intention is to make the TBS a workshop and messing facility, and then remove said workshop from the DMBS, and restore that vehicle. Stage one is to make the trailer watertight, hence the glass!

Paul Moxon almost finished the first coat of mustard yellow paint in the guard's area, and has just to finish off round the locker and fire extinguisher area. Dave Arrowsmith got the saloon lights working properly (fuses and relays not connected/working) and the car lights will go on and OFF now from the cab and guard's areas. He also straightened all of the bulb holders (brass bits) so the bulbs stayed in. The instruments have been resprayed and fitted back into their housings on the cab desk. Kevin Dowd put a second coat of varnish on all 4 sides of the front vestibule walls.

103 COVENTRY / SOUTH MIDLAND RAILWAY The following report as written by Alfred Roberts:

1) DMBS M50397 - paint removal from side window frames (aluminium) complete (6 layers). Templates - main windscreens, main panes, quarter lights, sliding lights completed, for guard's van windows and centre windscreen in hand. Enough plate glass to hand to reglaze M50397. Large stock of laminated newly stocked, as well as genuine 'Park Royal' windscreens. Re-glazing first, then roof.

2) Seats - 101, 108 donated by DEPG Williton. A few genuine 103 from the Llangollen Diesel Railcar Group (Butterley). 

3) Two diesel engines for M50397 (and a single gearbox) allegedly obtained by a Severn Valley member.

4) A preserved DTCL may be converted for non-rail use. Spares may be then obtained - suggestions are lights, luggage racks, internal doors, fittings, a fuse box, certain brake parts. Suggestions even - the entire wiring loom, which as 'Park Royal 103' is mechanically standard could be compatible and solve the problem of rewiring DTCL M56160. 

5) Suggestion made - the new front windscreens, laminated glazing, and other quality fittings be fitted to M56160 DTCL once it is asbestos - stripped. It is generally complete and in far better structural condition than M50397. Amazingly - wiring, seats, windows are all there to restore it - all that is needed are two internal doors, cab work and control gear to complete.

If floor can be retained in asbestos removal (blue asbestos is sprayed beneath) the reassembly is manageable. Steam heating fitted at Battlefield Railway needs removing, body overhauling (windows out / resealed, new lights on two or swap with M50397, roof panels removed / resealed / re-riveted, welding - mainly near window apertures, much of interior panels replacing), vacuum brakes will need a new cylinder, the running gear an exam and may be worn out after 15 years preserved use.

6) M50397 needs nearly half of one side replacing, many doors replacing, re-glazing, new floor, re-panelling, almost all the cab and many partitions are gone, the engines cut off in 1978, the roof is poor, almost all parts are gone and brakes are disabled. Only plus - asbestos removed and bogies overhauled. Described as "in need of serious restoration"

7) Once M50397 is "presentable" attention turns to M56160. It will be cleaned and repainted (red oxide), and missing glazing replaced. It may be exhibited at "South Midlands Railway" open day later in 2001 but will need to be at a distance.

MID HANTS 122 55003 The vehicle has been spring- cleaned inside and out and is now ready for the forthcoming season. A 'B' exam and RESCO safety exam have been performed and negotiations are underway with regards to EWS certification.

W55003 was used on both days of the Mid Hants' 'Trainspotters Ball 2' extravaganza weekend. The unit performed faultlessly on both days and indeed was loaded to more than 65 on at least two trips! It is down to pose as 'Daisy' during the MHR's 'Thomas' week during and the week after Easter. The work done in resealing the guttering leak on the No. 2 side was successful. The heavy clean of the ceiling, walls and flooring has paid dividends and looks very good. Thanks go to Paul Hamilton, Jacko and Angie for all their hard work. The batteries have had Batt-aid tablets added to help keep the plates clean.

NORTHAMPTON 117 51400 The missing dummy vacuum and air pipe seats have been replaced, as have the missing brake gear and the brakes are now fully adjusted and functioning on the whole car. The air tanks and the unloader valve have been refitted. A new power controller and AWS relay panel has been fitted in the cab.

The spare set of batteries from W55001 was to be used. All cells have been tested, giving 1.97 volts per battery although they are dead flat. A long slow trickle charge and a 'Batt-aid' tablet should be enough to bring them around. If these fail Ian shall purchase a new set of Ni-Cads which hopefully should outlast the unit and be a good test bed for W55001 when that unit is completed.

W51400 was started up and run under its own power for the first time in "preservation" on 31st March, at Pitsford Station. Work still required at this time to finish the unit is as follows: finish off rewiring the AWS; refit the air horns and associated piping; refit the MU cables cut off the back of the unit and replace the Class 107 buffers with OLEO ones. Then it's down to a heavy external and internal clean, a small piece of welding on the cab front and a repaint into Brunswick Green to match W55003.

On Thursday 5th April W51400 passed her air tank certification test. The engines started first time and ran with very little exhaust. The air horns were refitted after replacing a twisted air pipe. Most of the missing luggage racks, removed by Bletchley on health and safety grounds, have now been refitted. The corridor connection door has been "eased" and now opens and closes properly and the secondman's wiper motor has been replaced. A leak has been found under one of the roof-mounted air vents and will be resealed on a rain-free day.

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

WANTED

Exhauster - For the Middleton Railway, I am seeking a standard rotary DMU exhauster. EM2 Locomotive Society.

Seat Frame - wanted one three-seat single frame with hand hold for Class 117 W51400. Ian McDonald.

Seats - Class 108 second-class seat frames. We require nine Doubles and six Triples, we don't require squabs or backs but would take them if they were available. We have a complete set of Class 108 first-class seat frames available, complete with squabs, backs, arm rests and side panels all in different moquette patterns and all requiring recovering. DUPA.

Mounting Rubbers - Has anyone had any engine mounting rubbers for Leyland 680s made or have any idea where we can get some? Paul Ellis, NRM 108.

Oil Separator - Eric Maxwell, of the Tanfield Railway (Tel. 0191 274 2002) is looking for an oil separator to work with a DMU exhauster.

Glass sizes - Does anyone have the BR Cat Nos. for DMU glass or exact sizes of window panes for our Class 107 vehicles? It would be of general interest I'm sure, if anyone has this information, to produce a summary of all DMU glass and window rubber profiles? Mike Froud, Class 107 Ltd.

FOR SALE

Seats - from Class 101s - free, but must be uplifted ASAP or they will be skipped. Williton Traction Group.

CD-ROM - "Trains Galore I", containing over 2,000 high-quality images of British Railways from the Eighties to present day including many photographs of preserved railways. They depict many liveries, details and scenes which may also be helpful to modellers. It includes well over 100 images of First Generation DMUs from the BR era. More details may be viewed on our web site at www.deesoft2000.com, or contact DeeSoft, PO BOX 3000, NOTTINGHAM NG7 4EE, tel. 0115 924 9645.

Engine Spares - The Cheshire Locomotive Preservation Group have contacted us as they have a substantial amount of Leyland 680 spares, bought as a job lot with some Sulzer spares, which they want to sell. Their five-page list contains everything from a complete overhauled 680 engine to bearings, gaskets and seals, and everything in between. Contact them for a copy of the list.

Glass - I have some items of glass for sale/swap: i) A small number of glazing panes for a Class 116 (or possibly 115/117/118?); ii) Two internal vestibule glazing panes for a Class 103; iii) Approx. 50 sliding quarterlight glazing panes for Class 108s. Kevin Dowd.

Video - "101 Twilight" video, 60 mins duration, featuring 101s in N. Wales and around Manchester. Cost £10 inc. P&P. Cheques made payable to "Gwent 108 Group".

CD-ROM - 101 Twilight CD containing over 100 high-quality digital photos of 20 units, in N. Wales and around the Manchester area. Cost £6.50 plus £1 P&P. Cheques made payable to "Gwent 108 Group".

SERVICING WASH BASIN WATER VALVES FOR DMUs by Trevor Daw (DMU GROUP, WEST MIDLANDS)

I wonder if any group has yet to service the water valves fitted in lavatory compartments. The DMU Group (WM) run a number of services throughout winter months which necessitates draining down at the end of run. No one system was compatible with another so each has its own separate arrangements. Owing to some poor plumbing that ran 'uphill' on 56208. On investigation we found the foot operated water valve to be intermittent even with water present. So it was time to find out how the system works.

The foot-operated device is a plain air pump with a small rubber diaphragm and plunger. This is the bronze "button" that rises above the floor level. If the pump does produce a blast of air, my advice is do not attempt to dismantle it. Just clean out the "crud" that gathers round the plunger gland with warm water. Suck some clean warm water in and out a few times to clear any debris. When dry, apply some powdered graphite around the plunger and work this a few times. The plunger will work with less resistance and will increase the air capacity to produce water at the tap. The pump is connected to the water valve by the means of thin-bore malleable plastic tube.

The water valve is situated behind the access panel in the "loo" compartment. Working on the knees in such a small space requires one to be a "qualified mouse". This valve is easily recognised because it's a bronze casting with a 1/2" BSP connection each side and resembles the profile of a loo pan! Disconnect the plastic air tube from the foot valve and take out the complete valve. Next unscrew the collar that holds the air diaphragm and mushroom-headed casting in position. Check the small bore tube for any blockage. I found this hole to be full of something slimy! Probably the reason for lack of water at the tap.

Take careful note of how all parts are assembled. Next prise up the air diaphragm and under this will be a white plastic plunger, a light spring, then a small plastic cross piece which keeps the shank of the plunger central in the casting. Next unscrew large plastic cap with a socket of correct size. On the other side is the larger rubber water valve disc with a central brass bush through which the shank passes. Holding all these items together is a flimsy conical rubber grommet. Note there is a small hole in this disc valve. Make sure it is not blocked.

NEXT ISSUE : 16th May 2001

top