ISSUE 87 - MAY 2003

INTRO

Most of us are now aware that the BCF (Halon) bottles we have fitted as part of the Graviner automatic fire system have to be replaced. This is due to legislation (European Commission regulation EC 2037/2000 on Substances that Deplete the Ozone Layer) and the use of these bottles in 'non-essential applications' becomes illegal after December 2003.

But what do we replace them with? The West Midlands DMU Group called in a firm called Pyrogen to view the problem. They produce protection equipment for locomotives, with canisters spraying directly over equipment. As this can't use the spray tube, the firm are worried over the effectiveness of their product in an open space, particularly when moving. Another problem is clear space above engines to be able to spray by this method.

Chiltern's modernised 55020 has three large AFFF bottles in the van (one for each engine and one for the heaters). An AFFF bottle cannot be used as a straight replacement, cylinder for cylinder, as the expansion rate is not as great so bigger bottles are required, meaning mounting problems.

Kidde-Graviner still produce the same system we all have, and we will now look at the alternative materials they produce in the same bottles. The firm will take old halon bottles, 'banking' the substance for further use in applications that it is allowed in. So please don't just let them off to get rid of them!

If we changed our systems, would changes have to be sanctioned as acceptable by a body such as the HMRI? Meaning expensive testing to prove effectiveness?

Could the way forward be, just to cut down on what we already have? If we just simply removed the Halon bottles, we are left with a pretty impressive fire detection system, which indicated to us exactly where the problem is (the fire well rings, the relevant engine light goes out, and the red light as confirmation). In view of preservation's maximum line speed, we could very quickly stop the train and attend the relevant engine with an appropriate handheld extinguisher. And this is a much cheaper solution!

Saturday 14th June is the deadline for Issue 88 of The Railcar. Submissions to editor@railcar.co.uk.

NIR 1523

Class 312 Stock Defective Passenger Communication Valve. Submitted by Ian McDonald.

Fault :- Vehicle 62492 of set 312 709 failed to discharge air brake pipe when required to operate.
Reason :- Investigation found the linkage connecting the communication chain on one side of the vehicle to the emergency valve was seized
Resolution :- Free chain and lubricate 'tubes' as required. Repair and test all passenger emergency valves as required.

Note :- A force of less than 35 lbf should be able to activate the valve from the farthest point away from it.
See VMI job 344 and Maintenance Procedure 3.06.

Yes I know it says air brake but the same applies to the vacuum brake on our DMUs. Remember the HSE could do a spot check on any vehicle(s) at any time so please ensure this check is part of the vehicle maintenance regime.

DMU CONVENTION    July 11th - 13th Chasewater Rly

As is now traditional, we will be looking at this event for volunteers to host the 2005 event, which will be our tenth. Any takers?

That weekend, the Class 122 will be operating during the Thomas event at the nearby Battlefield Railway.

MOVEMENTS

The Class 115 (51655/77) at the Epping & Ongar Railway has been purchased by EST Bus Lts/Carl Hookings and is due to be moved to a location near Barry, South Wales.

SUPPLIERS

FELT AIR FILTERS These are found in the dirt traps of the E.P. manifolds, unloader valves and before the air reducing valve. Most of these filters are life expired owing to lack of a cleaning programme. The DMU Group (WM) have researched the supply of new filters and a trial order has been placed. They will report again when these have been tried in service. Currently they are experimenting with a modern 'off the shelf' type to see if it will stand up to railway service. They will provide details in due course.

WEBSITES

Two groups now have a new web presence. The DMU Group (West Midlands) at www.svr-visitor.org.uk/DMU01.htm and the Ruddington Group at www.ramrail.co.uk. 

On our own railcar site has been new photo galleries on the 121s, 128s, the dismantling of Class 117 51369, and DMU ABCs. There has been a daily diary on the painting of the Wickham, a unit now commonly referred to as the 'Wigwam' unit thanks to Uncle Alan (Ramrail).

The DC Kits site has been revamped by its new webmaster, as I barely get enough time to spend on our own site never mind any one else's! Have a look at www.dckits.co.uk, there are some exciting DMU kits planned!!!

PRESERVATION

DENBIGH & MOULD 103 Richard Thornton reports: Our members have begun work on M56160 at Bodfari. the steel roof panels having received attention, being de-rusted, primed & undercoated in light grey. We have asked for quotes from local glaziers, now that the local Council has blocked our access to grant aid. We aim to have the car watertight by autumn. Horns have also been fitted.

DMU GROUP (WM), SEVERN VALLEY RAILWAY Report by Trevor Daw: The exterior painting of trailer brake 59250 commenced on 22^nd April with the familiar problem of removing old BR paint. Although hand scraping is the best method for a good finish. It is beyond some of the older members to keep production of clean surfaces ahead of Stuart Mackay. They resorted to mechanical scrapers but these need careful handing to avoid damage to aluminium surfaces. The excellent weather let us down midway through Stuart's two-week window. 

This overran into another week and the group is grateful to Stuart for making the time to come back and finish the job. There were the usual last minute repairs to deal with before paint could be applied. A replacement door was fitted to the west side. That is when we learned that door fitting is not a standard procedure. A friend of the writer visiting from Swindon for the day, explained that all doors were fitted individually by dedicated door gangs. Hence replacing doors is not that straight forward. The scruffy guard door and grab handles have been chrome plated. A new public address system has been installed by contractors, the connection between cars will be carried out by group members utilising the telephone circuits through the jumper cables. New music decks and radio-microphone have been donated by members.

51935 and 56208 have done duty at Highley for the Thomas events in May. This daily empty stock trip has given two of the group's second-men the opportunity to have some driving practice under the watchful eye of an Instructor.

The filming reported last month (BBC 'Doctors' serial) is now scheduled to be shown 12th June.

GREAT CENTRAL 101s Tom Ingall (Secretary Renaissance Railcars) reports: The four units are all class 101 or 101/2 DMU units. Each unit has an engine and are therefore "power twins" when marshalled together. The units will eventually operate as two, two car sets, though of course it would be possible to couple all four together at times of peak demand.

The units currently carry their Railtrack departmental numbers; 977897, 977898, 977899 and 977900. These numbers are in white figures on the side. Confusingly when marshalled together (977897 and 977898 made up one pair and 977898 and 977900 made up another pair) they were allocated a set number. These numbers were painted in black on the cab to make it easily identifiable to staff. 977897 and 977898 were set number 960992 and 977899 and 977900 were set number 960993. Picture Rory Capell

Of course - these numbers are not the ones allocated when each individual car was in passenger use. 977897 was 53203. 977898 was 53193. 977899 was 51427 and 977900 was 53321. Even more confusingly these numbers were not the ones applied to the units when built! As more types of engines were built by BR, the numbers on DMUs were revised to avoid clashes. So; 53203 was 50203, 53193 was 50193, and 53321 was 50321 with only 51427 retaining its number through its life.

Its thought the units did not work together until they were brought together by Railtrack, and converted for use on sandite trains.

Sandite was sludgy/sandy substance sprayed onto the tracks to help stop the lack of adhesion problems caused by leaves on the line. The units which had a brake compartment had large tanks inside to spray the sandite onto the rails. The passenger saloons and control gear were not altered, making a conversion back to passenger use by no means impossible.

The 101s were built by Metro Cammel in Birmingham between 1955 and 1960. 688 individual cars were built. It was by the far the biggest class of DMU and was allocated across the entire network. It is very possible some saw use on the Great Central, particularly between 1966 and 1969 when the units operated the remaining Rugby Nottingham commuter service.

In summary: The Four Vehicles at the GCR...
977900 was 53321 was 50321. Driving Motor Composite Lavatory, delivered April 1958 to the London Midland Region Stoke & Crewe area, working to Derby and Notts etc. Originally a class 101/1 with AEC engines. Cab front was 2 figure low level indicator box and 2 marker lights.

977899 was 51427 from new. Driving Motor Brake Second, delivered Feb 1959 to the North Easter Region Newcastle and Darlington area. Originally a class 102/2 with Leyland engines and cab front was 2 figure low level indicator box and 2 marker lights.

977897 was 53203 was 50203. DMBS, delivered Apr 1957 to Easter Region Hull area. Class 101/2 with AEC engines and a 3 lower and 1 upper marker light cab front.

977898 was 53193 was 50193. DMCL, delivered Mar 1957 to Eastern Region Hull area. Class 101/1 with AEC engines and cab end as above.

MRC IRIS The second cab is now well on it's way to completion, although the wiring of the jumpers and the conversion to Blue Square is still under review. After this is competed it will be the turn of the mechanics for attention. It does run, but needs some TLC. Removal of exterior paint continues every so often, and the south side is now almost completely bare aluminium.

MRC 114 Gareth Coleman reports: In the past six months a lot of work has taken place on E56006, all the ceiling panels in the passenger compartments have been replaced all the orange/blue panelling at the vestibules and around the doors has been renewed with a more pleasant light green colour. In all 77 new pieces of green panelling have been made and secured in place. All the blue lino has been ripped up leaving a sticky black mess, which now needs cleaning up before the new recently purchased lino, can be laid. Any volunteers? A batch of seats was sent to be reupholstered and returned 2 weeks later (what service) only problem is we don't have anywhere to put them, that'll teach me for forward planning!

Jobs still to do are numerous and various the cab is to be given a full refit and the first class compartment is progressing well. The shabby looking panelling in the first class section is being replaced all pieces are cut and are ready for fitting awaiting the attention of the team. The sliding doors have been stripped back to nuts and bolts and wait rebuilding with new panelling and beading. The next difficult job has just begun replacing the cab ceiling. With E56006 being an early build vehicle the dome is made up of 9 pieces of hardboard cut at various angles to produce the dome shape. The heaters on both vehicles have been repaired and for the first time in 13 years both engines and both heaters were all running at the same last month! The Condition of 50019 continues to deteriorate however, so much so that part of the roof is now covered by tarpaulin this being the worst area but it still 'leaks like a sieve'. We are looking to repair the roof of this vehicle as a matter of urgency work will continue as funds and labour is available.

MRC DERBY LIGHTWEIGHT One of the AEC engines is now undergoing overhaul at a specialist engine firm. The biggest problem has been getting hold of main bearings. On stripping down it was found that the crank needed machining, but bearings couldn't be found to suit. The originals are now being re-white metalled, and then machined in-situ to size.

Once returned, mountings have to be made as these differ from the later type for the same engine. Thankfully Iris still retains its originals, so there is something to copy. The second engine also requires overhaul, and will be tackled when funds permit.

• 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

DMU Generator - BR No. 052/018835. Suitable for Trailer cars etc.. Unused since overhaul. £250.00. Buyer Collects. W55003 Group, 01234 750769

Throttle rod return springs - DMU Group have had a small batch of springs manufactured to the original specification with a corrosion resistant finish, price £5.40 each p&p extra. These will give a long and reliable life. The BR type were made with soft wire hooks which wear through fairly quickly. The new ones have hard wire hooks and should not fail in service. Trevor Daw 01926-484670 after 7pm any day.

Engine parts - Two x TL11 cylinder heads, ex store probably new with original tape over valves. One Leyland Leopard coach fluid flywheel similar to DMU power cars. Offers to Trevor Daw 01926-484670 after 7pm any day.

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.

WANTED

Seat cushions - and backs for 3 first class seats in dark purple/orange fleck moquette as fitted to 108 DTCL during refurb at Doncaster about 1990. Also 2 double and one triple seat cushion and 1 double seat back for second class in same moquette. Mike Hancocks abb19@globalnet.co.uk or 07957 645021

ANSWERS

From John Joyce: Re. Ian Macdonald's note in last Railcar. When starting 50528 (our 104 DMCL) from cold it is necessary to hold the start button in for a few seconds, or the engine shuts down as soon as the start button is released; the same was not true of 50454 (104 DMBS).

One idle day an investigation revealed that the engine run switches on 50454 had been wired out by joining the two terminals in the junction box where the flexible cable to the engine comes from. Having 'un-modified' 50454 it now behaves the same as 50528. 51907 is yet to be investigated on this point.

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