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ISSUE 91 - SEPTEMBER 2003
INTRO
Saturday 11th October is the deadline for Issue 92 of The Railcar. Submissions to editor@railcar.co.uk.
TRA
HALON We have received a document from HSE which defines their position on how a preserved railway may operate first generation railcars, given that the use of
halon-based fire suppressant systems must cease at the end of 2003. Its contents
can be found here. In summary, HSE prefer that halon suppressants be replaced by an AFFF equivalent, but will permit removal without replacement of halon systems if compliance with several requirements is achieved and maintained.
A small group of volunteers within TRA are putting together guidelines based on these requirements and will publish them in the October Bulletin and on
this website. If you can help with this work in any way please contact Mike Hancocks (abb19 at
globalnet.co.uk).
Tony Fox will deal with any queries. Please contact him at anthony.fox at which.net, and not the HSE direct. All questions will be listed on a special page, check there first to see if there is already an answer to what you want to know.
RVAR Ian Dobson (idobson at easynet.co.uk) can offer advice based on experience if anyone is going down the RVAR (disabled access) exemption road.
NIR 1642 During planned maintenance on vehicle 977391 (ex Class 101 51433) one of the bolts was found to be loose which secure the centre casting to the underframe. On closer examination the bolt was found to have failed. All other bolts which secure the centre casting to the underframe were checked and found to be present and tight.
Following visual inspection of the bolt by a Serco Railtest Ltd. metalurgist, the failure was identified as a fatigue failure most likely caused by the bolt being loose.
The VMI does not specify replacement of the bolt at overhaul nor does it specify either grade of bolt to be used nor tightening torque. If any bolts are found to be loose replace with a like bolt (7/8" BSW Grade R) tightened down to a torque of 410 ft/lb.
This NIR applies to all Class 1xx vehicles.
SUPPLIERS
FIRE SYSTEM A warning from Ian McDonald: If anyone is planning or is going to replace the old type pyrocord ensure the pyrocord is removed INTACT. Under NO CIRCUMSTANCES must the pyrocord to be cut or otherwise damaged. This is because the pyrocord has a cordite center which can explode if the pyrocord is cut/snapped/damaged.
This can lead to serious injuries to fingers, hands, face and especially eyes. PLEASE TREAT WITH UTMOST CARE AND DISPOSE OF ACCORDINGLY.
GEARBOXES Trevor Daw writes: Earlier this year Eric Shelford of E.S. Engineering, Coventry, retired to enjoy running his MG cars. He sold the interests and engineering stock to G.B. Marine, 36, Fourways, Carlyon Road Industrial Estate, Atherstone, CV9 1LG The contact at G.B. Marine is Graham Knight. Tel. 01827-718350, website www.gb-marine.co.uk, e-mailsales&service@gbmarine.co.uk.
I was invited by Mr. Knight to visit the works after I had placed a small order for R14 air piston seals. They specialise in marine work and a certain amount of SCG boxes for mobile cranes and mines railways. At the time of my visit they were repairing some damaged R14's that had recently arrived. They told me they were just entering the railway traction market, and were keen to know more about heritage operation on preserved railways. With the aid of information from our Website I was able to answer a number of questions as to the causes of gearbox failure. During the visit I saw R14's in various states of repair and shown some of the worn parts that are exchanged for new. I witnessed a box on the test rig which was run up through the gears before despatch to the customer. Their works are centrally placed for delivery and collection from all parts of the Midlands, just off the A5 south of Atherstone.
VACUUM BAG SEALS The latest manufactured item available from the Dean Forest DMU Group are the vacuum bag seals. These fit on the metal connector end of the pipe, and on the blank dummy to hold the pipe whilst not connected. 8 are needed per DMU vehicle.
These are now readily available at only £1 each inc. vat, plus P&P at cost. Contact Chris Bull on 078 101 53567 or e-mail at
chrisbull_108dmu@yahoo.co.uk
INTERNAL WINDOW RUBBER The internal partition glass on our 108's rattle because the rubber has long seen its sell by date and gone hard. Judging by the way loads of mastic type gooo has been later inserted around the rubber, this had been the case for quite a while on
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BELTS A reminder that John Joyce has volunteered to collect together orders. Please can you let him know what your requirements are. The sizes available are Z, A and B section in whatever length you specify. E-mail jcjoyce@iee.org asap.
PRESERVATION
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GREAT CENTRAL 101 Just a couple of weeks after the North-Norfolk Class 101 ran for the first time, the first pair of Renaissance Railcars' vehicles operated under their own power. They hope the debut of this unit into passenger service is not too far away. Group spokesman Tom Ingall: "This unit is pretty much rescue, tart up a bit and run. We hope to have it looking pretty respectable when it runs for the first time with but it won't be a masterpiece of restoration." The 1/2 mile test run on Saturday 30th August (seen right leaving Lougborough, Tom Ingall) involved 977900 (53321) and 977899 (51427), possibly the first time they've run under their own power (three out of four engines) in a good five years. Performance seemed sound, with a few minor niggles that were resolved the same afternoon. The groups also owns 50193 (977898) and 50203 (977897). |
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W55003 GROUP Ian McDonald reports: W55003 is stood down after a vacuum cylinder failure. The vac cylinder at the No 1 end stuck with the brakes hard on. It released eventually but on testing it failed again with piston overrun. A new cylinder is to be fitted in the next few weeks ready for the unit to take up its booked duties in mid-September. The unit had just completed a stint of 9 continuous days in traffic with L721 during the MHRs Thomas week. The problem I believe was a (one) brake adjuster slacking off causing the brake blocks to be miles out of adjustment thus the overrun on the piston.
W51400 has been painted on both sides in mid 1960s green with small yellow warning panel. Varnishing will take place over the next few weeks. The starter motor on the No. 2 engine has been overhauled and now both engines start each and every time. The alternator off the No. 2 engine is also to be replaced. Work is continuing on the internals with a 'family' work-in, i.e. the wife's going to nag the unit clean, in mid September to get the interior and upholstery ready for the winter service should it be required. The unit is mid way through a full B exam.
W55001 is being emptied of spares and junk ready for a start later in the year or early next year.
W51359 has had a visit from the Northampton cognoscenti who managed to smash the only drop light left in the unit. Bring back hanging.
FOR SALE
Spares: Leyland Cylinder heads (New!) to suit 680 engines.
DSD unit for Blue square multiple unit (Ex-Works).
Sun Blinds for Blue square multiple unit. (New!)
Door locks (new boxed)Suburban type with interior handle.
Striker plates to suit the above.
Wheel wear compensator unit (ex CL117)
G&C DMU Brake valve
+ other odds and ends. Contact Jo Coultas (Churnet T&RS Group) e-mail jocoultas@yahoo.co.uk.
Class 117 items - two bogies, less final drives and vacuum cylinders. All tyres 77-80mm. Class 117 aluminium doors. Dave Clay, MNR Railway Station, Dereham, Norfolk NR19 1DF.
Leyland Railbus Demonstrator - number RB004, which was shipped to the United States in 1984, and travelled widely before returning to Derby works in 1986. Powered by 200bhp 6-cylinder Leyland TR11 diesel engines, with fully automatic gearbox units. For further details see issue 88. Serious offers invited. Contact: David Barlow by email on dbsouthgate@tiscali.co.uk or on 07764 308350.
Rolls Royce C6 horizontal engine - ex-DMU, currently fitted to a much modified RF bus at Cobham Bus Museum, which was converted to a glider winch unit. Previous history not known but is in good running order and does not appear to be modified from rail use. (still painted metallic purple same as some other engines around and still fitted with fluid flywheel). The vehicle is likely to be dismantled for spares for other preserved buses, for which the engine is of no use to and so open to serious offers. Contact Mike Nash, 07836 656692.
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.
Silencers - Pressed Steel Heritage have surplus items for disposal: 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
Bubble Car: The Bideford and Instow Railway Group are interested in renting a DMU bubble car to enable them to start running services on their short length of line next year. Are any bubble car owning groups interested? Contact Stanley Thomas at 12 Clovelly Close, Bideford, Devon. EX39 3DN.
Drivers brake valve - wanted for Class 103. Richard Thornton richard.thornton@hmce.gsi.gov.uk
Partition parts - A couple of Class 108 alloy poles and fittings, and a couple of sheets of glass are required to reinstate a partition in Iris, removed in research days. Stuart Mackay 07974 565 243 or e-mail editor@railcar.co.uk
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
CLASS 101 NAMING
A special day is planned at the Mid-Norfolk Railway on Nov. 1st to remember Matthew Smith, the DMU enthusiast who died last year aged 27. The 11am from Dereham will hopefully be hauled by 50 019 Ramillies & 31 438. On arrival back at Dereham, approx. 12.20, there will be a buffet followed by a naming ceremony for Class 101 DMBC 51434. The 13:45 and 15:45 services will then be with Matthew's 3-car set. £5 fare all day. But an idea of numbers is required, please advise by e-mail editor@railcar.co.uk or by post Dave Clay, MNR Railway Station, Dereham, Norfolk NR19 1DF.
BOOK REVIEW"Diesel Dawn" by Colm Flanagan, available from www.colourpoint.co.uk. Till now I have deliberately avoided learning about anything that's not a first generation BR DMU and normally I would have avoided a title like this. I just feel I have enough on my hands with these alone and don't want to be sidetracked onto other interests. But this has allowed me to read this book with absolutely no prior knowledge of the topic, but with a lust to learn thanks to the authors claims that Ireland played an important role in the development of the vehicles that I craze about. After reading it I feel adequately informed about them. It has obviously been very well researched, and is well written, with just the right amount of information on each type. And it's superbly illustrated with plans and both official and enthusiast photos, with two colour sections. And only costs a bargain price of £14.99. The Irish story is an interesting one, they certainly were not scared to try new innovations. Some worked, some didn't. It's a great pity that so few survive in preservation mainly due to our old friend blue asbestos. And what of the claim about their part in our development? There are undoubtable similarities in some areas, although ultimately the Irish went of in a different tangent from us. But did the influence on our designs come from the Irish, or did it really come from the English manufacturers in what was at the time a rapidly developing technology? SM |
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