back issues
ISSUE 95 - JUNE 2004
INTRO
OK, this issue has been a long time in coming, apologies for that. I have been quite tied up lately with a vehicle numbered 79018, but the worst of that work is over so I'm gradually catching up on things.
One thing that was decided before Christmas was that at some time this year the bulletin would be available in an electronic version only. The paper version takes quite a bit more time, with the printing, stapling, folding, enveloping, addressing & stamping.
What exactly will happen is uncertain, there will likely be a sign up page on the website where you can subscribe to receive mailings, and this will either be an advice that the bulletin on the website has been updated, or a printable version of the bulletin which can then be distributed to non-internet members in your group, as we appreciate that not everyone has access.
The version on the website has always been exactly the same text, but normally enhanced with images. And the subscription for the newsletter has only paid the actual production costs, and for the website hosting. This may be collected in other ways, either by paypal donate on the site or collection at TRA meetings.
I would appreciate any feedback on this.
SUPPLIERS
AUTO ISOLATING VALVES OVERHAUL KITS Chris Bull writes: We have made 100 of these and the cost is £20 + p&p with all the tooling etc, (each kit of 5 pieces). We did have made a few extra triangular and square gaskets, as these are same as those on the brake feed valve kits. These are now available to those who ordered feed valve kits if they require them, price £3 for one square and one triangular gasket, plus postage. chrisbull_108dmu@yahoo.co.uk or mobile 078 101 53567. And to go with these, John Joyce has done an article on how to overhaul them.
CAB SIGNS Neil Cannon has had some trafolyte type cab signs made for 55000, and can easily get more run off. There are various one for air & axle and light panels, all coming pre-drilled. Contact Neil on sulzer25901@tiscali.co.uk. |
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E.E.C.(UK)Ltd "We are an Engineering/Consultancy company and have a number of various train spares available for sale. For instance we have parts for Class 33 Spares, Class 47 Spares, Various wagon spares, Leyland 680 parts and Mk1 and Mk2 coach spares. For detailed lists of the items available including prices feel free to contact us and we will be happy to oblige. We will be looking forward to hearing from you and hope that we can offer you our services for these and any other items you may require." Richard Brown Tel/Fax: 020 85591116 e-mail: a1eecukltd@aol.com.
FAN DRIVE OIL SEALS John Joyce has recently had to source these (they go round the input and output shafts on the right angle drive). Both are type NBR22514337A, and BSL can supply them next day for around £4 a go. The type number denotes the size: 2.25" OD, 1.43" ID, 0.37" thick. 'A' denotes a rubber covered single lip seal, and
'NBR' the material (nitrile).
John reports: Fitting isn't difficult except that you need to make or borrow a puller to remove the output flange and pulley. Contrary to my fears, both are on parallel not tapered shafts and were relatively easy to extract. If you're making a puller, beware that the four holes on the output flange aren't evenly spaced!
PRESERVATION
CHEDDLETON 104 Paul Moxon reports: 50455/50517 moved as a 2-car set under its own power, albeit on a short siding at Cheddleton last Sunday 7th March (first time as a pair under power since 1992, I think...) all of the CVR staff present turned out to watch, but this was probably to see if we could actually stop at the "limit of shunt" (we didn't hit either of the temporary bufferstops - the 08 or the 04 shunters!).
CLASS 107 LTD From Mike Froud: I believe that last September's final drive bearing failure on 52025 was due to the air piston seals failing and then rapidly blowing all the oil out of the box through the dipstick hole, resulting in overheating of the bevel pinion and subsequent bearing collapse. I believe all the oil was lot on the morning of the failure. Remedial actions are therefore:
1. Ensure all piston seals are changed if state of wear is unknown and higher mileages of operation are anticipated, especially when the line length is long and an air leak occurance would not be readily apparent.
2. Change all seals on a preventative maintenance basis at a frequency to be determined (I am assuming 5 years or 25,000 miles, whichever is sooner, until validated).
3. Ensure all piston seals on a vehicle are changed when there is any sign of air leaks occurring on either drive
(eg unexplained loss of dipstick, initial air leakage when engines first started in the mornings and unexplained pools of oil under the drive unit).
4. Ensure air vents are checked for blockages at B exam frequency.
5. Ensure gaps between crinkly washer and top of air vent are adequate as these become flattened with time or overtightening of top bolt.
6. Instigate some means of dipsticking retaining clip to reduce risk of rapid loss of oil.
7. Train driver to investigate any unusual air loss occurances at the earliest opportunity and fail the vehicle unless cause and condition is established as non critical.
Related to above, in response to the last issue's report on the incident Ian McDonald wrote:
Final drives on our DMUs are built like brick s**thouses and are not prone to failure provided they are maintained to a satisfactory level. The most common problem, of course, is with the dog failing whilst being engaged with a rotating prop shaft.
If any other failure occurs, especially in bearings, the usual problem is lack of or INCORRECT lubrication. Please check your VMI for the correct oil specification. You will be very unlucky to have a full mechanical failure but I don't count it out. However have you any stats on the wheel set and final drive? When was it last overhauled, changed or had there been any reported failures/problems either on BR or on the WR? The bogies on DMUs are normally equipped with wheel sets/axles that are numbered relatively concurrently. If you have a wheel set/axle that is not, the chances are that that wheel set is a replacement. E.g. W55003 has axles 5718/7478 & 5709/5748 showing that wheel set/axle 7478, which is a final drive axle, is a replacement.
You state the oil level was checked 'the day before'.
1 Are you sure?
2 If so how was it checked?
When I check W55003, or any of my vehicles, the final drive dip stick is removed, WIPED and then reinserted to get a reading. If I do not do this I get a false reading because the dip stick is serated and is a close fit into the hole. Therefore, the oil clings to the stick hence the possibility of a false reading.
One of my final drives on W55003 is a 'self emptying final drive' the other never seems to lose oil. Thus, in between A exams (1500-2000 miles), one loses about 1 litre the other very little. The oil seeps out of the joints thus showing the gaskets are leaking. The axle seals are relatively good but can be changed relatively simply if required. If you are sure the vehicle has only done 4000 miles then this would quite happily drain the casing of oil. I am assuming they were filled before service commenced. If you overfill you tend to blow the dipstick out of the hole.
The oil seen on the outside after failure could be melted grease/oil/general crap from the final drive case. I believe this could be the diagnosis as you state that the case was too hot to touch after the failure.
You also state you have not had any time to change an engine. It should take a maximum of 6 hours to change and recommission an engine, even for us amateurs!! I assume you have a replacement engine and fittings available and either pit space and/or a fork lift truck or such like. The job is easily accomplishable overnight, assuming of course the unit can be stood down between say, 2100 hrs and 0600 hrs.. I don't think the WR runs overnight?
I would advise four engines on a three coach train and not the three you are running. I do not know the line but I expect a lot of stop start slow (?) running is going on which will place a lot of strain on the drive train.
DMU GROUP (WM) Trevor Daw reports: "No we haven't been a sleep for the past few months. It is just that we have had a big workload to get through.
Starting with the changes to the fire protection systems in September. In October without much warning, the SVR offered us a series of Saturday turns in the winter to assist them to eliminate one steam loco per week. We set about going down the hand-held route because we were up against time to complete by the year-end. We opted for AFFF extinguishers as recommended by the SVR Fire Officer. These are 6 litre bottles, which have been mounted in red pannier boxes; similar to those fitted on road going fuel tankers. Then we designed a simple mild steel frame to mount them at thirty degrees on the underframes of our trailer cars. It was agreed that siting under trailers was the right place to put them, because if mounted on a power car, it is likely they would be unusable if a fire occurred. Additional AFFF and CO2 extinguishers are located throughout the cars. We met the deadline by 31st December with the exception of the evacuation exercise. This was carried out on 17th January and we commenced winter passenger running on 24th. The documentation was written and prepared by Ian Parker for presentation to the HSE. Since then other heritage railways have sought his advice as a model for their own application.
We have suffered a spate of R14 gearbox output shaft seal failures, mainly through service wear. These have been replaced with a better quality double-lip type that have been recommended by GB Marine. Then it was found that the drive flanges to the final drives on 51941 were found to be loose. This required removal and inspection to find the splines were dry and rusted. These were cleaned up, greased and refitted with new spacer washers and cotter pins. Gear changing on this car is a lot quieter without the heavy clunk to go with it.
Throughout the winter, transmission servicing, brake adjustments and block changing has been done. The new PA system with radio microphone was commissioned for Christmas services, utilising the telephone connections through the car jumpers.
During the cold weather one heater failed owing to a blocked fuel supply. The relevant tank was drained and pressure washed to remove about half a bucket of sludge. Refurbished fuel gauges were fitted and the old fuel strained back for use.
Scenic Rail Cruises depart from Kidderminster at 7pm to Bridgnorth. Saturdays 5th 12th 19th June, then 10th July to 28th August. Depart from Bridgnorth at 9.15pm
EARM Class 101 51213 now repainted into Corporate Rail Blue, just awaiting Double Arrows, numbers and lettering to complete. Several of the external aluminium window frames have been cleaned and polished - many more to go though!
E51213 (ex 101659/660) finally moved under its own power on Sunday 7th March and probably for the first time since summer 2000! As all seemed to work as required it was then coupled to M54358 (ex 101653) to check brake continuity etc etc. M54358 will be repainted later in the year so will run in the meantime in heavily weathered Regional Railways Livery.
The next booked running days are:
20th Jun: 51213 or 50599 & 54358
18th Jul: 51213 or 50599 & 54358
15th Aug: 51213 or 50599 & 54358
26th to 30th Aug: 51213 & 50599 & 54358 (3 different liveries !!)
M56491 is moving to Bressingham shortly after 1st June for 12 months use as hauled stock.
GLOUCESTER RAILCAR TRUST The group are in the process of purchasing two 101 vehicles, but have been refused permission to take them too the Swindon & Cricklade Railway where their 119 vehicles are based, so are looking for offers for a home for them. They reckon it would take around three months work before 51188 could be used as a driving trailer, and probably 2 years for 51498, mainly for mechanical etc work. Contact Jim Poor at Jamesepoor@aol.com.
MRC New arrivals have been the two ex-EWS 114 vehicles from Thornaby. Originally 50015 & 56015, they had performed various tasks in departmental use, and are totally unrecognisable inside. How many DMUs have there own air condition theatre inside? Along with an office, fully fitted kitchen, stores, and a nice big generator to power everything. Underneath is a little different too, with TL11s replacing the Albions.
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Power car 50015 is seen at the MRC's unloading point, at the top of the Swanwick branch in the yard of Butterley Engineering. The grafitti had been applied after the vehicle had been tendered for, during the 'long wait' before it could be moved. 16th April. Stuart Mackay |
The sale was rather protracted, with EWS having to take guidance over selling a vehicle which once contained asbestos, and then there were continual delays by the haulage contractor, the delivery date of the second vehicle being changed about seven times!
Both engines & generator are working, only problem so far found is the no.2 gearbox seized in 4th. Attention to some body rot has started, which is mainly confined to one area. Also started is a quick repaint into rail blue just to tidy it up.
NTHC RUDDINGTON The site has been the centre for some vicious vandalism. The continual graffiti attacks have been added to with the stores GUV being broken into and storage shelving ripped from the walls. Over the Easter hols the 116 was broken into, and the crowbar from the tool cupboard used to smash two windscreens, pierce seats and create dents in the body. Fire extinguishers were set off. Thankfully an attempt to set light to the bandages from the first aid kit was unsuccessful. They had more luck setting alight to HST seat covers stored in 108 car 52060. By the time the fire was put out the centre dropped by two feet. After component recovery, if anything is salvageable, it will be cut up on site. Other vehicles on site have also been targeted. Frank Nicholas's Mark Is, almost ready for traffic after several years work and costing many thousands of pounds are write off's. All the vehicles are to be covered by the railways insurance, but they are reported as being unwilling to make a claim, as it will increase their premiums. Are you covered in case all your hard work is destroyed?
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The charred interior of 52060. Stuart Mackay |
W55003 GROUP Ian McDonald reports: W55001 has had its roof scraped/chipped/ hammered, cleaned & repainted. Inside the small saloon has been gutted ready for reflooring, all doors have been stripped down of locks and panels and now all open for the first time in many years, the drop lights have also been freed and now all open, the curtain railing has been removed from both saloons, the ceiling in both saloons has been reinstated and repaired where it had been ripped out when the lights were 'removed' at Longsight. The panels from over the door openings have been removed and have been replaced with ex W55003 ones and spare panels cut up to shape, all smashed or broken side panels have been replaced with good ex W55003 ones. The trim from the small saloon has been refurbished & revarnished ready for replacement once the floor is laid. The main saloon, once all the spare doors etc. have been removed, will be treated accordingly. The AWS conduits have been removed from inside the saloons ready for rewiring and replacement outside the saloons along the frames. The AWS/TPWS will be refitted in the Guard's van. The old fire systems have been removed and will be replaced with new detectors and piping suitable for the new type extinguishers. The air tanks are now back in place, but only to get them out of the way. Most of the wiring, i.e. main relay panels, start panels etc. along the frames are back in situ and have been tested out as in working order. The silliest thing is I have cleaned the gauges from the fuel tanks, and very pretty they look!!!
WIRKSWORTH Mike Evan reports: Wed 24th March saw the marrying of DMB 117 51360 with DTCL 108 56224. 51360 has been out of traffic for nearly 9 yrs, 4yrs at Crewe Brook sidings and 5yrs at Dereham. Although the engines have been run occasionally it has never run under its own power. The final drive purchased from Adrantz at Derby was found to have contaminated oil so this was changed. Wirksworth built a pit early as a priority!! All linkages and oilable joints were oiled and brakes adjusted. The pair made a faultless test run on the Duffield Branch with 55006 has the Thunderbird loco on the rear but was not needed. When Pete Waterman chose this unit he chose a goodun !! Photos of the three can be seen at www.wyvernrail.co.uk
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56224 stands in Wirksworth yard on Sunday 11th April, having just returned from a trip down the line. It's painted in a very short lived livery from the early days of rail blue. The 108 at Barry is also now in this livery. Stuart Mackay |
FOR SALE
AWS Receiver Heads plus junction box and connecting Harness £25.00 each. Mike Evans 07974724853 email mrailcar@aol.com
Fluorescent fittings: we have a large number of these, from Class 108 and 101 DMU's and all components are available - including tubes, diffusers, inverters and base plates - more than willing to split if only individual components are required. we only require a donation in exchange, if no takers then the majority will be scrapped as they are taking up a large amount of space. Mark Cornell, DUPA, e-mail mcornell@bankofny.com
DMU Group (WM) Sales items:
Smith's Heater glow plug covers £3.00 incl. VAT
Smith's Heater casing blank covers £2.50 incl. VAT
Air Cleaner upper felt seal (Large) £7.20 incl. VAT
Air Cleaner lower felt seal (Small) £4.95 incl. VAT
Radiator Fan bearing felt seal (Two required) £0. 75 incl. VAT
Fuel Gauge to tank mounting gasket £3.40 incl. VAT
D.S.D. Springs £3.00 incl. VAT
Throttle Rod return springs £6.25 incl. VAT
Air Unloader to Reservoir mounting gasket (Four stud fixing) £1.00 incl. VAT
Air Unloader unit small gaskets x 3 per set £1.00 incl. VAT
Air System cylindrical felt filter £1.40 incl. VAT
Air Unloader non-return valve with new moulded seat (Customer to supply brass valve for
remoulding) £36. 60 incl. VAT
Throttle Motor piston cup seals (Packs of ten) £7.70 incl. VAT
Engine Oil pressure switch £94.76 incl. VAT
Exhauster Rotor Vanes £6. 50 incl. VAT (Manufactured from non-asbestos material and machined to size)
F/Drive sliding dog piston cup seals (Packs of four) £9.40 incl. VAT
Contact Trevor Daw for advice on small items difficult to obtain. If there is a demand from DMU operators a trial order can be placed. Call 01926-484670 or e-mail: trddmug@tiscali.co.uk.
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.
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.
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
Photos: I am looking for a picture(s) of Class 122 55014 in any shape or form also for a shot or two of the Scottish conversions to parcel cars. All expenses etc etc paid by me. Ian McDonald 01234 750769 ian@w55003.freeserve.co.uk
Misc: I am need a brake handle, and a CIS key for the 103, does anyone have a spare to sell? Also, where can I obtain a set of maintenance/exam instructions from? Richard Thornton richard.thornton@hmce.gsi.gov.uk
Vacuum exhauster x2, and spare parts to assist in the overhaul of three worn out exhausters or a suppliers name and address from which the spares can be purchased. Telephone Martin Harris on 01536-398948 evenings only or e-mail at mrhd9019@aol.co.uk
Alternator for the Class 107 on the Strathspey Railway which has suffered a failed alternator which on close inspection has been found to be damaged beyond economic repair. Contact martin.macleod@btinternet.com
Albion Engine or spares, particularly cylinder heads. Carl Hookings, e-mail Carl.hookings@ntlworld.com
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.
FIRE SYSTEMS
Mike Hancock's has received HMRI approval to fit a new powder system to his Class 108s. He reports "Although the approval relates to Class 108s the system should be suitable for other classes, although some minor modification to the nozzle block is necessary in some cases. The approval covers the detection, warnings, fire suppression and maintenance. Although the modified system incorporates a new detector device (linear heat sensor (LHS) cable), and a new fire suppression medium (Monnex dry powder), it has been designed to incorporate the warning and safety elements already built into the vehicle, and to operate in the same way as the original halon system. If a fire is detected the same warning bells ring, the engine stops and the extinguisher is detonated.
As previously advised groups will need to procure and install the LHS cable when the existing pyrocord is life expired, regardless of whether or not you intend to install a fixed suppression system. The LHS cable can be terminated in the existing flame switch bracket, while the flame switch is retained so the button on the front can be used as the test/manual activation device. An access hole for the cable will need to be drilled in the side of the bracket, and a suitable terminal block and strain relief provided. Thanks again to Chris Bull for proposing this arrangement which is more cost effective than providing a separate termination box.
As to the fire suppression system, Lifeline Fire & Safety Systems Ltd. are offering a kit suitable for converting one vehicle, i.e. two cylinders, brackets, nozzle blocks and clamps, electrical plug/lead and semi-rigid feed tube. The brackets will fit in the same positions as the halon cylinders and no holes need to be drilled. The only tools needed will be spanners, a small screwdriver and a small tube cutter. Comprehensive fitting instructions will be provided. Finally my grateful thanks to all TRA associates who have provided assistance and information in support of the project, Your contributions played a significant role in enabling a successful outcome. I hope I will be forgiven for not mentioning names, I would be sure to leave someone out!"
I'm sure all readers will join me in also saying a big thank you to Mike for all the hard work he has done in dealing with the halon issue. Stuart.
Mike carries on: "The cost of the kit for 2 engines is £410.74 + £15 carriage and VAT. Allow 3 -4 weeks for delivery.
Please note the kit contains everything required to replace the original halon system. It does NOT include the new detector cable.
Looking back to last October I estimated the total cost of parts to convert one engine with a powder system using the existing spray ring at
Disposal of halon and pyrocord £25
Upgrade of Detector System (including 6 M. of cable) £85, 3 Kg. Monnex Powder Cylinder with head adapter to fit existing copper tube £128: Total £238
As previously advised it has not been possible to use the existing spray ring and cylinder mounting brackets, and George's box is no longer required for the detector system upgrade. The current cost is therefore: Disposal of halon and pyrocord £18, upgrade of Detector System (including 6 M. of cable) £ 50, Powder Conversion Kit £206: Total £274
To summarise, for an additional outlay of £206 per engine above the cost of upgrading the detector system, you can maintain all the features of the original halon system. I hope you will agree this is a reasonable outcome, particularly as Lifeline Fire & Safety Systems Ltd. provided their services free of charge during the development programme. A big thank you to Jim Morris and his team.
Please remember that up to now the fire suppression system has only been fitted to a Class 108. The general arrangement is shown in the attachment to this message. Owners of other DMU classes should check with Paul Wainwright that suitable mounting arrangements exist for the nozzle block and cylinders.
Requests for information should be directed as follows:
1) Will it fit on my DMU?
Paul Wainwright Engineering, 93 Bocking Lane, Greenhill, Sheffield S8 7BJ Tel: 01142 745697
2) Quotes and Technical Queries on Monnex Kit:
Lifeline Fire & Safety Systems Ltd, Burnsall Road, Coventry, CV5 6BU Tel 0124 7671 2999.
A MESSAGE FROM THE HSE
Steve Turner reminds all railcar groups who intend to operate in
public service in 2004 that they must inform their local HMRI in
writing of the fire detection and suppression status of the power cars
concerned, prior to operation. This repeats the request made in his letter
of 18 September 2003 (in which HSE's requirements were listed for
operation of railcars with automatic extinguishing equipment removed
by the halon deadline of 31/12/03) for written confirmation of
compliance to the requirements.
Groups who have installed AFFF, powder or other (?) Extinguishing
systems are probably already in touch with their local Inspector, but
if not they also need to record their status with HMRI. Notification
is not necessary for vehicles not operated in public service. Their
halon bottles should, of course, have already been safely removed and
disposed of.
In passing, Steve was very complimentary about Mike Hancock's
perseverance and success with the Monnex powder system and re-emphasised
that automatic extinguishing remained HMRI's preferred approach for
first generation railcars. Detection-only systems are acceptable only
if all of HSE's conditions (as per the letter) are met. Finally, he
reminds us that on-site inspections of railcars and related records
may be requested at any time, possibly when an HM Inspector visits a
railway for other purposes.