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ISSUE 86 - APRIL 2003
Saturday 17th May is the deadline for Issue 87 of The Railcar. Submissions to editor@railcar.co.uk.
DMU CONVENTION July 11th - 13th Chasewater Rly
Note the change to the previously announced date.
The provisional plan is:
Friday 11th
1000 - 1800 Driver Experience (pre-booked drivers from other railways)
1800 - 2000 Photographic session at various locations down the line
Saturday 12th
1000 - 1330 Photographic session and driver experience
1330 - 1500 Lunch break
1500 - 1700 Formal meeting / Conference
1700 - 2000 Service Runs
Sunday 13th
1000 - 1800 DMU in service (3-car set)
Sentinel may be in steam offering 'alternative' power to spare DMU vehicles.
Further details and confirmation of the above should be given soon. For details about the line see their website at http://ukhrail.uel.ac.uk/chasew.html
MOVEMENTS
Class 107 52012 left the Caledonian Railway on the 31st March for the Embsay & Bolton Abbey Steam Railway.
Four ex-Railtrack 101s vehicles that had been stored at Derby have been moved to the Great Central Railway.
SUPPLIERS
THROTTLE CONTROL ROD RETURN SPRINGS Trevor Daw has had a small quantity of these springs made to original specification with a corrosion resistant finish. These are for sale at £5.40 each, post and packing extra. Some groups have pre-ordered which leaves a few for sale. If the demand continues more will be made. Contact 01926-4846670 after 7pm any day of the week.
GLAZING RUBBER DMU (WM) Group and Bridgnorth C&W are hunting for a supplier of DMU driving cab screen glazing rubber profile. This is non-existent in the trade and they have obtained prices for the manufacture of new profile if there is a large enough demand. A guide to cost per metre is as follows based on a run of 120
metres: -
Main profile £16.14 inclusive VAT per metre. Filler strip £9.78 inclusive Vat per metre
The above prices include the first tooling cost for both items of £323.12. If enough interest is shown and more is required the cost comes down quite
sharply. Is there anyone else out there who knows of a cheaper alternative? I know the Wickham Project has used a commercial rubber profile, but the standard BR profile is quite different. Any advice and likely demand from groups for the above product will be welcome. Contact Trevor Daw on telephone number given above.
PRESERVATION
CLASS 107 LTD 52025 has moved to Leeming Bar on the Wensleydale Railway. Handover of the line is still being delayed by the administrative process so the siding with 52025 and the WR works train is currently isolated from the branch.
DMU GROUP (WM), SEVERN VALLEY RAILWAY Report by Trevor Daw: The reference to work undertaken by this group in the second paragraph of Bulletin 85 where it commences 'The lavatory compartment', should have identified the car as 56208.
Servicing of three power cars has been carried out January to March. Comprising oil, fuel and air cleaner filter changes. All transmission belts on the cars have been replaced. We will monitor performance from now on because one set has only lasted for five thousand miles or two years. Some of the pulleys are showing signs of wear and these may need replacement. All drivers vacuum brake valves have been cleaned and springs checked for adjustment.
During March a contractor carried out an ultra-sonic test on all axles. Preparation for the work was the removal of forty axle box covers and scooping out excess grease with a paint scraper, then wiped round with clean rag to allow a clean entry for the probe. When finished covers were emptied and cleaned in paraffin. All axle boxes were repacked with new grease and covers replaced.
Faulty driving desk switches have been replaced in 52064 and 51941. Destination blind boxes have been removed for attention. The mechanisms have been rebuilt and the lighting improved and standardised by Ian Parker. When we are very rich we would like to have new blinds made for SVR destinations, but heavy expenditure in other areas means this will have to wait for a year.
59250, our converted trailer brake cum buffet/bar has been taken out of service for a Stuart Mackay repaint in April. All door locks and striking plates have been removed for servicing and gauging to BR specification. Seat cushions are to be replaced with good ones from store.
A contract has been let to replace the ageing public address system. All cars will be wired with screened cable and new speakers fitted. It is proposed to utilise the telephone connections through the jumper sockets in each car. A new amplifier, music decks and radio microphone is part of the improvements.
On April fools day 51941 and 52064 were contracted to a television production company for location shots for the BBC 'Doctors' serial, at Bewdley Station. About twenty movements were required arriving and departing from Platform two. The sound engineers did not like the sounding of the horn because it upset their equipment. So a special horn sound-check was done which will be spliced in to the finished recording. I suggested to the producers that we would not be happy if the final result showed us sounding horns every few seconds. I understand the recording will go out on 30th May next.
We commence our 2003 running season on 24th May until 7th September. Leaving Bewdley at 19.00 and returning at 22.10, allowing passengers over two hours to spend around the high life in Bridgnorth.
Fire Protection System - Or 'Fire Fighting Equipment' in B.R. parlance. The group has started negotiations with a manufacturer to replace the existing Halon system with the modern equivalent. We will report again when we know more technical detail.
W55003 GROUP A report by Ian McDonald: W55003 has been in service on the MHR each Saturday, plus the odd other day, since January 18th. We did a full B exam in December 2002 and since then have had some fun and games with the engines. We have had to change both engine's fuel pumps. The unit had been reported as 'low on power' since returning from Kent late last summer. The unit was tested and the pump on the No. 1 engine was found to be suspect. It was changed and the engine is now back in fine form. The problem was that it had internal filters that were clogged up. The standard engineering problem fix was applied, they were removed and thrown away!!!!
The No. 2 engine then started playing up. The engine started to shut down when first (any!!) gear was selected and no oil seemed to be used. Oil contamination which was caused by two overhauled injectors leaking at the neck was the problem. They were replaced and the oil changed. I also changed a rocker box cover that was warped and leaking at one corner. I then found one of the injector sleeves was leaking coolant. The sleeve was 'rolled' and the leak ceased. The shutting down continued after a week or so as the oil got 'run in'. The only way the engine could be kept going was to select 1st throttle and engage the gear (naughty). The telltale on the fuel pump was leaking fuel so the fuel pump was changed. The cutting out continued. The final attempt to find a solution was to change the two oil pressure switches. Perhaps this should have been the first. Once changed to two switches set at 5 psi the engine reverted to normal and is now running correctly.
When the switches were removed they were found to be set at 7.5 psi, bottom switch, and 10.0 psi, top switch. The VMI states that the setting should be between 5 psi and 7 psi. The two switches are a) bottom switch, to operate the engine light on the air/axle board and b) top switch, to operate the shut down solenoid should the oil pressure drop or never get to the value to which the switch is set.
Some units have only one switch wired up and some have both switches wired out. As long as it is the engine light switch (bottom) that is wired out, or wired to the top switch, no problem. If the top switch, the engine circuit switch, is wired out it may destroy the engine when the oil pressure drops too low as the engine will not cut out.
W51400 is still undergoing a full B exam. Both engines are up and running and all we are waiting for is some decent weather to finish the painting.
- If you can help any of the following groups with their needs or information, please e-mail us at editor@railcar.co.uk
FOR SALE
Window Frames - 7 unused interior window frames, 31" x 42" x 7/8" hardwood, recessed with curved inside corners for a Class 104. £20.00 each £100.00 the lot. Buyer collects. Ian McDonald 01234 750769.
Pressed Steel Heritage have surplus items for disposal -Four AC203 alternators - £100 each or swap for AC8s. Two ex-Class 116 vertical silencers, £50 each. Contact Mervyn Rogers 01277 623141
Injectors - New injectors for Leyland 680 engines. BR part no. 15-77004. £18 each plus postage/carriage. Contact David Aldridge (55000) 01626 879453.
SERVICING
Part Two of the notes about servicing of components, drawn from the experience of members of the DMU Group (WM). This time dealing with Smith's Heaters:
The writer has had an interesting experience, sorting out the problems with our numerous heaters. Using the Smith's manual it is a straightforward job to dismantle and repair these machines. Most of them are in need of a comprehensive clean to motor, fuel pump and combustion chamber. If the pump bushes are good it is worthwhile continuing to dismantle and inspect the bearing plate sub-assembly. This is the heart of the pump and is a matched and numbered set of parts. They must be kept together and carefully handled. The bearing plate and cylinder will require careful grinding with a fine compound to renovate the surface to ensure a close fit. Brasso grinding compound is ideal for this job. Otherwise the pump will not deliver fuel. When putting the pump back together always use new 1/16" roll pins, as the old ones never go back owing to damage when driving them out. The next stage is to run the complete pump on the bench with fuel line connected and observe that the fuel slinger and atomiser cup is running true. A very fine spray should be seen issuing in circular fashion. In strong light it will show up as a rainbow, or otherwise place a piece of paper or card a short distance from the slinger and check the spray is even. Next fill the heat exchanger with cold water and leave it for about an hour then check for leaks around the four radial ports. Depending on type they can be repaired by welding. The baffle in the heat exchanger should be circular, but experience has shown that all have some distortion but still work reasonably well for our type of intermittent work. The flame ring is lined with asbestos lining strips. If in good condition they can be left as they are. If worn out, new flame rings can be obtained through Chris Bull at Dean Forest Railway.
The wiring on these machines is often in need of overhaul. If new wire is required it must be to correct specification Polyrad Brand-Rex Ltd 37/0 .3mm. It is well worth while removing all leads in turn from the main terminal block to ascertain they are connected as the circuit diagram. There are twelve terminals on the block with only ten in use; numbers one and seven are not used. All connection to components is checked for continuity and the excess heat thermostat checked to ensure it is not distorted and the contacts cleaned with a piece of smooth card. Later modifications have a temperature probe instead of the above arrangement screwed into the output end of the exchanger, they both do the job equally well.
The heat detection thermostat is a crude but simple item. A double acting micro-switch is bracket mounted at the pump end of the heat exchanger. Running along the length of the exchanger is an expansion rod fixed at the output end and a loose fit at the switch-mounting bracket. Careful setting of this expansion rod is required to ensure the heater start circuits will energise. Experience has shown that a 0.005" interference fit using a feeler gauge will give the right adjustment. A positive click will be heard from the switch as the expansion rod is adjusted for length.
Fuel solenoid valves are quite complicated and these are sent out for servicing. The setting up and test procedure is beyond the realms of first line servicing. Without these units working properly you are wasting valuable time in trying to coax the heater to work. A certain way of checking if the valve is at fault; is to remove the fuel inlet pipe from the valve and connect direct into the pump delivery near the bottom of the outer casing. Restart heater in normal way and it should run without problem. To stop when running without a fuel valve, you must turn off the fuel first before switching off at the control panel and let it complete its normal run-down cycle. This short cut gets you out of trouble and ensures heat is available when you need it most urgently. Another way to narrow down the fault is to try a spare valve. Some have their wiring numbers missing from the three wires at the top of the solenoid. Two are female connectors and one is male. An easy way to identify these to ensure their proper connection is to hold the solenoid in a clockface fashion with the middle of the three wires at the top and the fuel delivery connection facing right. Therefore, number eleven is found at the 10 o'clock position, number four at twelve o'clock and number six at the two o'clock position. Remove the terminal block cover and check with a meter that the valve is connected properly on the block to their respective numbers on the block.
The motors should be checked to ensure that bearings are fit for further use. More important is to check condition of brushes and ensure they are a good sliding fit in the holders. Peel off the tape that surrounds the end cap. Remove two screws and pull off cap. Brush away the carbon dust, and clean the commutator. If badly worn it can be spun in a lathe and the surface cleaned up. Remove the bare minimum of copper, finish by undercutting the insulation between the segments. Then polish the commutator with very fine glass paper before bedding in the brushes. Ensure brushes are a free fit in their holders. I have yet to find a supplier for brushes and will pass the information in future bulletins.
The outer casings sustain a lot of damage from rough handling. Most require some judicious panel beating to On the heaters I have serviced there are numerous holes, which are best filled with rubber grommets or with short 3/16" BSF bolts into the unused tapped fixings. These unwanted holes cause loss of velocity from the fan and consequently loss of heat where it is most wanted. The casings were manufactured for left or right hand mounting of components for ease of access from railside. At the output end the casings wear thin due to the effects of heat and combustion corrosion. These areas are cut out and new material welded in. Midway along the case are holes opposite each other to accommodate the glow plug. Originally there were special plug covers to go over the plug and a full blank with a spring clip to cover the opposite side. These covers are easily lost in traffic if fitted wrongly. I have had a small batch made and these are available to anyone who needs them. The opposite side is normally covered by a circular disc 'pop' riveted into the casing. This can be removed quickly if there is a need to do so.
Voltage Regulator - The resistor box mounted on top of the casing contains an enclosed relay numbered CBH 1318 and four resistors. The relays seen on inspection have always been clean and have worked without problem. The resistors can be dismantled with their insulation strips, and all joints cleaned with a fine brass wire brush or very fine glass paper, not emery cloth. Resistor R4, is adjustable and it is wise to ensure there is no corrosion present inside the clip or on the circumference of the coil. As a rough guide start with R4 clip in the centre of resistor. Replace all items in reverse order and test. Connect to a 20-30 volt D.C. supply with the positive connected to the input terminal of the tapped resistor, R4 and the negative to the glow plug spade terminal. Apply input voltage to 20 volts and measure voltage across the glow plug. This must not be less than 3.7 volts. Adjust the variable resistor R4 to suit. When the relay operates the voltage across the glow plug should be between 4.1 and 4.3 volts. If this is not obtained adjust variable resistor R4 to suit. When first switched on the resistor end of the regulator box will get quite hot whilst the glow plug is in circuit.
With the heater built up and fan refitted, check to make sure the fan does not collide with any part of the aluminium rear steady casting which carries the motor, pump and heat exchanger. The heater is placed in my purpose built cradle and piped up to a small tank of paraffin feeding through a clear plastic hose. The multi-pinned plug is connected into the mobile test rig, which was planned and built by Ian Parker. Also, we are grateful to John Joyce who has modernised two of our heater control boxes. It's very satisfying to hear the relays click in just as you push the start button which only needs light pressure to activate. John has done a first class job giving us a high degree of reliability. First, test run the motor in the 'Vent' switch position on the control box and check for smooth running. Switch off and commence the heat start sequence and observe the two pilot lights on box. On pressing the flame start button observe by ear if the relay in the regulator box is heard to operate, at the same time check if fuel valve has operated and fuel is observed running to the solenoid valve. This will bring the glow plug into circuit and after about sixty seconds the motor will run and commence to draw fuel through the solenoid valve into the pump. Owing to airlocks and time to fill the pump two starts are sometimes required to get a successful firing. The writer removes the blanking plug opposite the glow plug and observes the performance of the glowing coil and the first firing of the fuel as it is atomised by the fuel-slinger. Once burning brightly replace plug and let heater build up to working temperature. After half an hour I test all the functions that would be required in service. For example flame failure; overheat thermostat, saloon thermostat. I restart the heater and run continuously for one hour to complete its final test.
If any group has surplus heater parts i.e. motors, pumps, heat exchangers that are complete and maybe unwanted. The writer will be happy to do a deal and service a heater in exchange for a parts. Please contact Trevor Daw 01926-484670 evenings after 7pm.