Author: rloades109

Welcome to another update from your friendly wagon bashers at Quorn. We have again been busy reversing the Dace conversion on the Shochood B. With all four of us in attendance plenty has been achieved. During the week, Matt has placed an order for the sheet as fitted to these vehicles, so in 10 days from now Matt goes and picks the sheet up, and that next weekend we fit it. An exciting development!

Saturday saw Nick and myself using our best carpentry skills to make more capping wood for the east side of the body. This wood prevents the sheet from being worn away by the edge of the angle iron at the top of the body. Once we’d cut and shaped these, Jake got the wood primer out to give them a coat. Jake also gave to capping wood made previously a coat of undercoat. We plan to get these ready to go back on the wagon with a few coats of gloss all over. This should help to protect the wood from rotting so quickly.

Meanwhile, Matt had begun one of his personal missions; to reinstate the handles to the South West and North East corners of the body. During conversion, these handles were cut off and welded to the end to act as grab handles for the coal hopper style steps fitted during the Dace conversion. Matt began by cutting the handles off, and matching them to their positions on the body. As we have no welder, and an insufficient power supply (a 16A cable) to run one, we couldn’t reattach them with welds as was original. We’ve been somewhat creative and used bolts through the body to reattach the handles. This involved drilling through the nub of the handle left, the body skin, and a few partition slot guides. We also drilled and tapped holes into the handles to receive M12 bolts.

Once Matt had finished fitting the handles, he finished the corrugated end by removing the nub of the handle and grinding it flush. Jake was then let loose with the red oxide primer to give it a coat before we begin painting in the better weather.

Due to the weather at the start of Sunday, we began the day by tidying up and clearing out one of our storage cupboards in the Mess Coach. The first class toilet, long unused, had become a dumping ground for old Hi-Vis and various other items. This has been cleared out in anticipation of works to the coach.

Matt continued his role as our resident Time Team expert by beginning to sand down the bodyside of the Shochood to find its regional allocation and if it had any branding.

The weather had cleared so Matt continued his handle relocation scheme. Nick, Jake and I started to remove the rust that has built up between the body and underframe. This has built up due to the shock capability being removed, thus the body not being allowed to shift, which would have broken up the rust.

Matt’s second personal mission of the weekend was to relocate the lamp brackets back to the body. This only leaves Matt one mission in our reversion of the Dace conversion; removal of the coal hopper style footsteps from the body end.

That finishes this week’s installment of the quest to have the only Shochood B in ‘original’ condition in preservation. Join us next week for another (exciting?) installment!

Hello everyone, and welcome to another update from Quorn Wagon & Wagon.  This weekend started with Nick, Jake and I continuing to manufacture the sheet hoops for the reversal of the Dace conversion. Unfortunately, Matt had to work, but popped in after his shift had finished.

On Monday,  Nick and Matt had manufactured the upright sections of the sheet hoops, which only left the horizontal sections which Nick and I manufactured and fitted today. The steel tubes we had rescued were in 11ft sections with a foot on one end. The foot was cut off with the angle grinder, and the end dressed. To join the bars, Nick had found some surplus steel pipe at Rothley to act as an internal sleeve. These sleeves were cut to length and ‘gently’ persuaded into the hoop tubes. We decided we should bolt the sleeves together to prevent the internal sleeves sliding into the outer hoop tube when assembled.

Whilst Nick and I were playing with hoops, Jake continued priming the chassis of the Medfit.

Once completed he assisted Nick and me with fitting horizontals to the hoops irons. Before lunch, the top hoop was assembled and fitted to the wagon. Jake had to go to fill his face at a friend’s birthday party, and Nick and I went to assist the Ops Team/Carriage & Wagon by removing a TSO requiring repairs from the passenger train using Rothley’s resident Class 10.

Upon returning, we continued assembling the two side hoops. Matt arrived while the last joint was sliding together on the final hoop. We had a swift cup of tea and set about positioning the hoops as they would be under the sheet ready for Matt, Nick, and Jake to finalise and fix the positions tomorrow. Matt will continue the report tomorrow as I have to pilot a misbehaving car back home.

On to Sunday and Jake moved back to the Palbrick, clearing out and tidying the drag boxes.  These were full of rust, moss and detritus.

Nick and I (Matt) continued with the Shookhood hood bars.  Looking at images of this type of vehicle from the 60s and 70s it’s clear their long length posed a few issues. Many are not level and a fair few are sagging in the middle.  As this vehicle is for demonstration purposes we have taken the decision to support the bars at strategic locations to maintain the level and prevent sagging once the hood is fitted. The supports were bolted to the steel floor.

Once the sheet has been made and fitted these supports will no longer be seen and as the vehicle travels the railway the bars will remain in a fixed location.

Any protruding item that would risk rubbing and wearing down the sheet was trimmed, and the all-important measurements were taken to have the fitted hood manufactured.

Ordering the sheet is my task for the week and by next weekend hopefully that order will have been placed.  we shall see what next weekend brings……………….

Welcome to another update from us lot at Quorn. This weekend has seen routine maintenance take place to the running fleet.

We keep records of the work carried out to our vehicles, and perusing these records showed us that the all vehicles are due a routine pad exam. Whilst undertaking the pad exam we also take the opportunity to oil up any pivot points in the brake rigging, so that whatever brakes are fitted remain operational. On both Saturday and Sunday, we worked on the vehicles stored in Swithland Sidings.

On Saturday, we performed pad exams on the van train. This also included the LMS brake van which is currently running on the south end of the rake.

 

After we’d done the pad exams, we rattled down the van train oiling the brake rigging and oiling any screw couplings. This also included the B954268, which was stabled next to the van train on the south end of the mineral rake.

 

Sunday saw some of the currently disbanded Mixed Freight, and a Rudd, get the same treatment as the van train. We also corrected a failed attempt to fit the Bogie Bolster D with a new vacuum hose, on its south end. This had been secured to the wagon with Gaffer tape, instead of using a hose clamp suitable for the diameter of the hose. Had this been brought to our attention and the consumable parts supplied, we would have happily fitted the hose. Hopefully, the rectification of this should see the vehicle back in the mixed freight. Matt also fitted a sign to the interior of B954268 which is the final detail in this brake van.

 

We began oiling once these small jobs were complete. Today, we have oiled the tank wagons  (3436, 6581 and 998926), some of the open wagons (E281882, E301588, B385782, B425356, B550356, B721587, B724570, B732357 & B740654) and some of the Departmental fleet (DB972018 and DB928135). Not all of these vehicles have plain bearings, which means some of these had their rigging oiled only.

Tomorrow, see us back at Swithland completing the open fleet, and starting pad exams at Quorn! Thanks for reading!

Saturday comes around once again, Matt is unfortunately at work and Jake is gorging himself on a Festive Scout camp.
Work continues on Palbrick B (B462709) to make it fit for movement. Last weekend, We had managed to remove 2 broken brake block carriers and had identified a 3rd to be changed. Armed with 3 replacement carriers, Nick and I set to work refitting the ones that had been removed, and replacing the last one. The final one was replaced due to the lower corner being broken off.

I also refitted the air brake pipe cocks and hoses, so that now the wagon retains its air through pipe, although these now require to be painting white. When more is known about the wagons future we may reinstate the vacuum system.

Once the brake blocks & carriers and the air pipes had been refitted, it was lunchtime! During lunch, the heavens had opened giving everything a good soaking, so Nick and I spent the rest of the day tidying in our tool van and workshop vehicle.

On to Sunday and Matt continues this report.

First job and running maintenance on the Southern brake van.  This entails oiling of the brake rigging and pad exams.

One of the pads was found to be worn and this will be replaced in due course although it requires at least 24 hours soaking in oil before the replacement pad can be fitted.

Once this was complete Nick continued tidying the tool van.  Whilst I began “stitching” posters together.  These are for the station at Quorn and unfortunately, I can only print up to A3 so for larger posters, and not wanting to have them professionally printed for additional cost, I glue sheets of paper together.  To see the full range of posters visit Quorn station from Boxing day.

 

Time was also taken to update the vehicle record cards, every vehicle we have has its own series of cards that detail all the exams and work that has been carried out.

Finally, our attention turned to our potential next project.  Dace B726344.  The intention is to restore the vehicle to its Shockhood B condition,  these vehicles were fitted with foldable hoods and this will be reinstated.  Nick took time to remove the moss and loose rust from the floor whilst I took measurements and began planning the installation of the 3 foldable hood bars.

Next weekend our attention will be turning to routine maintenance with such a large fleet this is essential to keep them operational.

 

Saturday begins, and work continues on the new arrival; Palbrick B462709. I didn’t manage to take any pictures, as Nick, Jake and I have been quite busy continuing to get the wagon fit to move. Matt was attending the Quorn Station Christmas Doo

It had been brought to our attention that the vehicle was prone to derailment. As with all vehicles we work upon a thorough inspection is carried out.  We have attributed the vehicles poor running to a number of factors:

1. The brakes had been seized in close proximity to the wheels restricting rotation under certain circumstances 

2. The majority of the track at Litchchurch Lane is buried so the wagon, being light, is likely to ride on top of any obstruction of the flangeways

3. At one end, the W-irons are not vertical and are forcing the wheelset in one direction.  Sat on straight track the wheelset is not sitting centrally and is hard up against the flange of one side with both irons pushing against the axle boxes

All of these factors add to the likelihood of a derailment. As a matter of cause, we have lifted the wagon to be sure that the axle boxes slide up and down in the horn guides, which they do freely but we will address the W Iron issue.

 

Today also saw the Eastside handbrake fitted. The eagle-eyed amongst you will have read that last week we fitted the east side handbrake. The vehicle was turned in the week during work for the testing contract in Quorn South yard. The fitting of the handbrake was quite involved as we had to use the ‘hot spanner’ to adjust the handbrake rack so that the holes for the handbrake pin would line up. We also had to align the holes to mount it to the wagon, activity that continued long into the darkness.

On to Sunday and it is Matt that continues this report. 

Returning Sunday and straight into straightening out the W Irons.  Using the “heavy hammer” AKA a Volvo L70.  Pressure was first applied to the North West iron. The pressure remained and the top of the iron heated allowing it to relax into the more favorable position. This was repeated on the North East corner although the iron was pulled with heavy duty chain and again heated and allowed to relax.

The result is a full set of straight W Irons one in each corner.  Again the wagon was lifted and the axle boxes proved to move freely.

Next job and the removal of the seized brake block carriers.  Despite successful removal they were in a poor condition and are not fit to be refitted.

This once again leaves the vehicle without brakes so it has been coupled to a Grampus and next week once spares have been recovered it will be reassembled.

The brake pin racks were also fitted with pins.

I also did my time team bit and revealed the original running number.

S56010 is also absolutely complete and once the point is back in can be released to traffic.  The last job completed was the fitting of filler pieces in each corner of the bodywork which was sealed and painted.

I shall also add some images of the fully refurbished interior and those that remember it originally will notice the changes.  Unfortunately, we didn’t take any images before refurbishment but it was extremely work worn.

 

This weekend has seen work on the Southern brake van (S56010) very close to completion. Next week should see the van ready to leave the yard.  On Saturday, I began the day by making running repairs to a new acquisition of Nick’s.

Whilst I was doing this Matt painted the handbrake standard, stove surround, earth strap and vacuum setter handle in black gloss. This concludes the work for the interior of this van. Matt then went on to manufacturer a chimney cowl for the stove pipe.  See if you can work out what it is made from! It is small enough to not be noticeable, but should be large enough to keep the rain entering the stove and causing damage.

Now finished replacing brake pads, I assisted Matt with fitted the cowl to the chimney. The stove pipe was drilled and tapped in 3 locations to accept M10 bolts, which also will help to prevent the inner flue tube from wobbling inside the outer sleeve. Matt then painted the stove pipe, and the 2 torpedo vents in black bitumen paint.

Whilst these were going on, Jake had painted the East side step irons in black bitumen once the old step board had been removed. Jake then primed the new step board once a chamfer had been planned on to the edge. Matt got his signwriing paint out and picked out the lettering on the handbrake standard.

The day finished with Nick and I cutting out some filling pieces for some external pockets and priming them. Matt has also sign written our sign. 

Sunday rolls around, and Matt is off playing with a Phantom. 

Nick, Jake and I fitted the east side stepboard, with was still slightly tacky. Once fitted we found some of the step irons were not vertical.  We used a 5 ton ratchet strap and various landscape features to pull the irons back to vertical. Once we’d done this, we drilled the board and bolted it into position.

We then let Jake loose with the bitumen paint again to paint the stepboard. Jake left Nick and I at 1400 to entertain visiting family. Nick and I journeyed to Swithland to retrieve components stored in the van train to begin our next project! Read next week to find out what this exciting new project is!

A small update this week, due to Great War Great Central Event, and the slow winding up of the Southern Brake van.

The event that we have been building up to for months has now taken place. For the centenary of the Armitice, Jack Shaw has been preparing this event based around the First World War, to commemorate those who lost their lives. For the event, as you’ve read here, our Warflat and Weltrol have been stripped and re-painted into a livery appropriate for the period. Most of this work was done by Matt, with a little bit of help along the way from others. Thank you Matt for all the work you put into these vehicles. They look great, and you should be very proud of your efforts.  Both Matt and I dressed up as WW1 Royal Engineers for the event to staff the footplate  of ‘ROD 1912’ (O4 63601) and talk to people as they come aboard the locomotive.

Nick and Jake have completed a small amount of work this weekend on the Southern Brake (S56010)  Both, armed with a paint brush, put the finishing touches to some of the interior details, which leaves the upholstery to finish and an outer lower step-board to change. Last week I said that the stove would be lit for the first time in the van, but this will now take place next week. We still also have to make a chimney cowl and seal around the chimney to prevent water leaking in.  I have cut out the leatherette for the seats, and this now needs sewing up and stapling to the cushions.

Thanks for reading!

Work at Quorn Wagon & Wagon continues on the SR brake (S56010), and preparation work carries on for Great War, Great Central with Matt working on the ‘re-branding’ of the O4.

Saturday saw Jake painting the veranda ceilings in white gloss to match the BR and the LMS brake (B954268 and M730562), whilst Nick and I dealt with a misbehaving heater and extension cable in the mess coach.  After Tea, Nick and I cut out the seating boards ready for upholstering. Matt spent the day cutting letters out of magnetic sheet for the Great War, Great Central event, once they had been cut out, he painted them in gloss white.

Back to the brake van on Sunday with Nick, Jake and I put a 2nd coat of white on both veranda ceilings,  the ‘so called’ one coat paint had failed us!  Turns out the verandas aren’t really meant for 3, which resulted in much hilarity. Surprisingly, neither of the three of us got covered in any white paint. Once the mandatory tea had been consumed, Nick and Matt went to a local farm to retrieve an eBay purchase: a brake van stove, base and stove pipe! We have been planning to refit a stove in the SR brake since its rebuild started. the stove is something that has been missing for some time, and got so far as having the base plate in. The eBay purchase finishes of the puzzle.

The stove was first de-scaled internally and externally, with some grinding taking place on the flue outlet so that the pipe would fit over. The stove was then fitted in the van, and using a highly accurate piece of wood, we began marking out the hole for the stove pipe for exit the roof of the van.

Drawing round the piece of wood, and then joining the diagonal corners and the resulting square gave us a x to aim for. Matt then drilled through the roof in the middle of the x to transfer the mark from inside to outside of the van.

Using the casting that holds the pipe, a circle was drawn around the drilled hole which was then cut out using a jigsaw.

Having now descending from the van, Nick and Matt then cut a similar hole in some insulation material and a steel sheet to protect the roof boards from the heat of the stove pipe.

The assembly was then taken to the roof and clamped into position to allow through bolt holes to be drilled to fix the casting, insulation and steel sheet to the roof. This was then sealed with mastic. The stove pipe we received with the stove was too small for the casting on the roof, and the cast iron stove pipe we had in store was too short to be able to be used. We decided to use a section of the cast iron pipe as a sleeve for the smaller steel stove pipe. We positioned the cast stove pipe so we could mark it for cutting. Having cut that down and putting it in position, Matt then carefully threaded the steel flue tube through the cast pipe and up onto the roof. to finish the job, Matt came up on the roof with the angle grinder (and some lights) to trim the pipe down to match the length of the cast pipe.

The finished result below. Alas we couldn’t light the stove this weekend, as it had got too late, but at some point next weekend the stove will have a ceremonial first lighting.

Whilst Nick and Matt worked on the stove fitting, I spent some time with my sewing machine building up a seat for the west side ducket. This was a pain to fit back into the ducket, so I am looking to review the assembly method so see if I can make it fit easier. It is at least comfortable and looks good.

Thanks for reading, and join us again for next week’s update.

This weekend  work has continued on the Southern Region brake van (S56010), and the Warflat (WGF 8127).

Now that Matt has finished his repaint of the Caledonian Weltrol, he has now turned his efforts towards titillating the Warflat. This vehicle is to be used in the upcoming Great Central Great War event, where it shall be on display loaded with a replica WW1 tank. Matt has scraped and cleaned down both sides of the wagon, and applied undercoat to them.

Unfortunately, a number of factors have prevented us from applying top coat the the SR brake van, mainly the weather. However Matt has continued in his crusade of detailing the interior of the van, completing the painting on the vacuum setter, the stove surround and making a mount for a shorting bar which we had in storage. Matt also refitted the vacuum gauge which had been polished previously. Some minor paint blisters have also been dealt with.

Nick, Jake and I have all been crewing the Travelling Post Office train this weekend. I may/may not have dropped a bag prematurely, and Jake has begun his training into become a fully fledged member of the TPO crew.

Thanks for reading this week’s update!

At Quorn Wagon and Wagon this weekend, we have been continuing our efforts on the Southern brake van, S56010. Matt has also continued painting the Caledonian Weltrol, M300356, in readiness the the Great Central Great War event.

Saturday saw us receive the new framing for the north end veranda. The carpenter had replicated as much of the features of the beams as he could with them away from the van. This left Nick and I to do a little bit of fettling on site to make the pieces fit in the steel frame of the van.

The new cladding planks ordered for the van ended up being too thick for most places around the van (aside from the doors), including for the ends. On this end, I had to rebate each new plank  for the post for sit in, so that the planks wouldn’t bow outwards. the rebates can be seen in the picture above. I had to further rebate the end of each plank to accommodate the door hinge timber, which sits in the corner upright.

Before assembly, the rebated areas were painted with wood primer. Jake then went round the van and painted any bare external timbers with wood primer, in readiness for undercoating. The south end veranda top beam also got treated with some filler, and then multiple coats of wood primer. Matt also cut and fitted some filler pieces to the top of the door hinge timber to fill on for a piece that had to be removed in construction

At the south end, the west side door was remove from the van, and some remedial work took place on the door hinge timber. Rust had built up behind the steel corner post, which subsequently closed up the door way, making the door stick. Once back together, the door had an even gap all the way down the shut side, and opened much better.

Jake, still having the primer and a paintbrush in his hand, painted the bare areas of the north end veranda internally and externally. Matt took this opportunity to finish off the Weltrol. During the course of the weekend, Matt also did the signwriting on the replica wagon plates for  the Southern brake.

Matt and I primed the interior of the van, in preparation for the interior repaint which Matt is undertaking during the week, after his early shifts. There is still some scraping to do on the body sides and the south end veranda, then we shall be painting it!

Thanks for reading!