Apologies for the delay on this one, I hope you will see it was worth it. So with a sense of déjàvu we are at Rothley, with some tanks, I’m sure we did this a year or 2 ago.
First however, and back at Quorn, I was not 100% happy with the mudguards fitted to the NVR trailer, so with a new larger set acquired, I am much happier.
As well as replacement mudguards a replacement wiper motor for Lilibet. A smaller unit with clearer switching arrangements.
So onto the weekend, with 5209 in the dry at Rothley, Ross and I took a look at the Esso plates. The remains of nylon bolts were drilled out and the mounts re-tapped.
Once both sides were done, and joined by Owen from the NWPG we took a walk to Swithland to retrieve an Esso plate from 3436, no point reinventing the wheel. This was then fitted to the tank although not perfect it gave us a starting point.
So for the rest of the day, and many thanks to the Windcutter group for the use of their expired floor, I manufactured with further help from Ross and Owen a new plate for the tank.
Dan, Tom and Mark on site, along with Nick prepping the tank for paint, sanding, scrapping, wire brushing and removing the sole bar plates, with myself also removing sticker remains.
Ross noticed a blanking plate fitted with only 2 bolts, so after sourcing further bolts and cleaning them up, he bolted this down fully.
On to Sunday and the aim, undercoat the tank.
After a quick visit to Quorn we returned to Rothley with some sizeable pieces of steel, from the hut that was mounted on the Palbrick. These were marked out and cut to size. Giving us 3 more Esso plates, one for 5209 and two for 3711.
The holes in the ex mineral floor were filled with countersunk machine screws and ground down. These will be filled once fitted to the wagon.
The plates were then primed on the back.
Nick and Ross continued with the paint prep. I did lend a hand
Then spot prime
Followed by Undercoat.
Finally it is with great sorrow I must announce the passing of Nicks favouritest scraper. It has given many years of faithful service and will be sorely missed.
Scraper 1974 – 2022
Merry Christmas from us, we are still going to be at it so we will let you know what has been achieved on Christmas Day.
His main task was the fitment of a new floor, using some of the reclaimed wood from Loughborough loco shed. 20 planks used for 30 spaces, utilising off cuts to make up full planks.
The two tank wagons 3711 and 5209 headed off to Rothley along with brake van B954268 and the spare brake van chassis which is to donate its wheelsets to go under B954268 whilst its own are away for their long awaited repairs.
In return brake van B954546 was brought from Rothley to Quorn so we could attend to the final items of interior work and get it ready for release to traffic.
Next a little admin, with thanks to the Killamarsh loco works and James Littlewood, Matt took delivery of the remains of a 15ft Scammell trailer. Originally from the former Manchester, Sheffield & Lincolnshire Station of Killamarsh, later named Killamarsh Central by BR. A genuine GCR connection.
As well as the trailer a former Great Western Railway Dray has joined the fleet, BR number 2901 W originally allocated to Wolverhampton Lowlevel station part of a batch of 3.
The intention being once restored to be loaded on the Single Bolster and also be available for Railways at Work.
On Friday evening along with the Windcutter group, we were invited to go along to the Friends of the Great Central Main Line, Leicester Area group monthly meeting to talk to them about Quorn Wagon & Wagon. Matt and myself prepared a presentation and took it turns to share some of our history and achievements with the group. Thanks Colin, a very enjoyable evening.
Saturday, and Matt made more progress fitting some new mudguards to the NVR trailer, followed by an assessment of the rear tailgate.
Then repaired one of the kerb rail supports that had a little oxidation
Myself and Ross turned our attention to brake van B954546, this vehicle was externally restored whilst at Rothley 2 years ago; however the interior had not been completed. We set about removing the very damaged stove, its stove base tray and baseplate; then cleaned the inside of the van.
The stove mountings on the baseplate had wasted badly and needed replacing, which meant the stove base had to be separated from the main baseplate. Once free we tried to remove the remnants of the old bolts, unfortunately these all sheared and the mounts needed grinding off. New mounts were made from sections of 2″ pipe cut to length.
The baseplate and stove base were cleaned and re-assembled with a replacement stove from the spares stock. Once this was nurtured back into place the stove pipe was fitted and secured by the clamp bolt on the roof.
Grate plated were installed and the whole installation looking very presentable.
To protect the top of the stovepipe Ross fabricated a cowl cap which was secured in place as the light faded.
Sunday was a celebration day for Nick, 60 years young ! Many Happy Returns Nick.
Despite being full of cake we still cracked on with the brake van; the stove had to be tested. The fire was lit and soon warmed the brake van up nicely. An infra-red thermometer was used to check temperatures around the stove, stovepipe and mounting plate.
The brake gauges & windows were cleaned up, and the first aid box fitted along with the track circuit clips.
The air brake handle, main reservoir & brake pipes were painted along with the vacuum brake application valve.
It was then time for a vacuum brake test; the test rig was coaxed into life however an initial leakage test highlighted a leak somewhere on the brake van that needed attention.
The vacuum brake application valve inside the brake van was found to be leaking slightly, so the valve was dismantled, cleaned and the worn seal replaced. After re-fitting the fresh red paint did need touching up .
Other leaks were found in the south end brake pipe and also at the vacuum branch pipe connection to the cylinder, both being replaced before retesting and obtaining an acceptable brake pipe leakage rate. The brake cylinder leakage was then checked, this was also acceptable; the brake still remaining fully applied 2 hours afterwards.
This completes the work on brake van B954546 which will now be available for operational use once signed off by the C&W department.
Matt has once again pushing on with Lilibet on Monday. He fitted the new seats, which still await upholstery.
He was on site awaiting an arrival, but had time with assistance from wife Michelle to complete the interior Blood, Custard and Grey, as well as adding a leather patch to the nose access panel as the paint work gets touched by the left foot when operating the clutch. Any guesses regards the crimson square?
What of this arrival? A little job from our friends at the Nene Valley Railway Wagon Group. They have recently purchased an ex Cadburys diesel 6T Scarab including trailer. While they focus on the tractor unit, Matt has taken on the trailer as a side task. The agreement being the trailer can leave once their Scarab visits for a Railways at Work Gala. We will cover this restoration as one of our own, with Matt being heard to say he wants it structurally complete by Christmas, he does like to challenge himself.
Although one task at a time, Lilibet’s internal repaint continuing Wednesday and completed Thursday. The original seat being refitted as the new ones go away for reupholstering.
Matt also restored and repaired a few of the cab fittings.
On to the NVR trailer, Matt removed the floor and the side sheets to inspect and prepare the way forward for the frame.
On to Saturday with Dave, Matt and Nick on site. Matt carried on with Lillibet, signwriting the cab. Now you’ll see the reason for the Crimson square!
Dave and Nick fitted some different vacuum felxible hoses from the train pipe to the cylinder release valve and tested the brakes on 3711 using our trusty vacuum rig.
Unfortunately the brakes had some resistance to applying, so Dave had to deploy a jack to give it some encouragement. One pipe joint was found to be leaking, so this was also attended to at this point.
Dave continued the signwriting on the dock side of the tool van, dodging the showers!
I was there on Sunday alongside Nick, Matt, Mark and Dan. Nick, Mark, Dan and I continued looking at the breaks on the tank. We tried the rig again after issues with the test hoses, and applied and released the brakes a few times. It was noted that the piston had risen above the reserve stroke, which points to the brakes requiring adjustment. We did this and much as could be done and tried again.
Matt continued on his push on the NVR’s trailer, making new wood framework for the rear and the side frames.
Back to our brake test, the cylinder seemed to be applying and releasing better, but was found to fail the slow application test. Unfortunately this means we’ll need to take the cylinder off again at somepoint to investigate.
Now relased from the brake test, Nick continued the scale removal from the inside frames of the tank, finding a nice little hidey-hole. I stripped down and cleaned our vacuum test cocks, which have become stiff to operate of late.
After all this, we found time to replace the sign Matt adopted as a secret project.
Once again some midweek work for me, with the deadline looming for the BSO, a trip to Rothley Tuesday to apply the west side running number, Guard and load details. It was also possible to line the Guard marking.
Between coats I manufactured a pair of seat bases for Lilibet, then once back at Quorn, I manufactured and applied seat backs.
This was followed by prime, wood and metal, as well as applying it to the passenger seat base.
One final task for me, we found 24v instead of 12v bulbs in Lilibet’s side lights as well as a blown brake light. So after purchasing replacements these were fitted.
Wednesday began with scraping, keying and priming Lilibet’s cab
With another trip to Rothley to apply lining to the load details and second coat the running number.
Thursday and application of undercoat to Lilibet’s cab and nose access cover.
Final trip to Rothley to complete the sign writing. End details, line the running number and time to admire the Carriage and Wagon staffs work , as well as my own.
On to Saturday with Nick and I on site, we began by offering up pipe to 3711. Checking length and positions ready for Sundays push to fit a train pipe.
Nick also fitted the vacuum dummies and ensured we had all the fittings and tools to install the new run.
I fitted Lilibet with new mirrors which are a lot better than the single original and similar to those fitted to the Ipswich transport museums Scarab I had a play with earlier in the year.
I also reattached the home made window slide, as the rivets failed, although not unexpected as they were too small for the holes that exsisted in the scrounged metal work
As the sun set it was onto undercoating the inside of the doors
Applying topcoat to the nose access cover and giving Madge a run so she didn’t feel left out, no requirement for guesses for the internal livery this week I’m afraid.
With the weeks work passing by on its way to Loughborough
On to Sunday, the target, complete the train pipe on 3711. Ross and Nick, joined by new Volunteers Dan, Tom and Mark.
The middle section of pipe was refitted after the rotten ends were removed, cleaned up and threaded. A short section of pipe was fitted to the south end and after an application of heat it was forced to face a more useful direction.
The process of cutting, threading, joining and clamping continued until there was a train pipe from the north headstock to the south.
This was then finished with a swan neck at each end.
Followed by vacuum hoses
Final task was to fit the branch pipe to the cylinder release valve. Due to the position and removal of the other cylinder two short flexible pipes and a rigid pipe are required. This will be fitted securely next week and not left on the brake rigging.
I continued with Lilibet, applying Cream and then Crimson to the cab.
Vacuum test next week for the tank, join us to see how it performs.
Welcome to this weeks’ Last Hurrah update, Lilibet and two tanks get some attention.
So who guessed Yellow? Matt would never be that predictable, for those who haven’t seen, Lilibet now carriers the 1963 Grey Railfreight livery trialed on a number of vehicles before the adoption of BR yellow.
Going back to Monday with Matt returning to Quorn once FedEx had paid him a visit. Two coats of BR Unfitted Grey were then applied. With assembly of the signwriting templates between coats.
Tuesday and on to the sign writing
Removed components were then refitted and bolt heads painted, as well as those on the rear number plate.
On to Wednesday and Matt joined by Ross removed the wiring loom.
Matt applied some tape and painted the parts of the rear wheels which were red.
Ross had to disappear with other commitments, so Matt made his way to Rothley to assist C&W adding the final details to BSO E9316, applying first coat of Guard, ELP and a vacuum release star to the east side.
Also on Wednesday after a chance conversation and a little bit of archeology, Matt discovered Lilibet’s in-service livery, that of the Mersey Docks & Harbour Board, a simple rendering below;
Thursday, and for Ross the wiring of a new loom, using copies of the original manufacturer’s wiring diagram.
Whilst Matt, second coated the already applied lettering as well as the first coat for the British Railways branding.
To complete the day Matt went back to Rothley to continue signwriting the BSO, second coat of Guard and the load detail added to the east side, as well as ELP and vacuum stars to the west.
Friday followed a similar pattern to Thursday, however Ross installed the loom and started wiring components up.
Matt, applied a second coat of paint to the BR branding, then went and woke Madge up, moving a few trailers and replacing her number plates with the new re-enacting ones.
Items started to come to life on Lilibet, but a dirty fuse box started causing some issues, but she is getting there.
As he has been all week, Matt then went off to a Rothley for more work on the BSO, this time lining the lettering applied to the east side.
A further visit to Quorn saw Matt refit Lilibet’s engine cover, check the fluids and take a few night shots in the lights of Butler Henderson’s.
Saturday saw the first day of the Last Hurrah. and another first, our two now BR liveried Scarabs together, Lilibet joining Madge outside the good shed.
With most of the team on-site as well as new volunteers Mark, Tom and Dan we decided to tackle the refurbishment of the vacuum cylinder on TSV tank wagon 5209.
The wagon being stabled at the north end of Quorn yard meant we had to move the necessary tools with the help of Zsa-Zsa, Danny, Hector and the Volvo.
The branch pipe, piston rod and safety loop were disconnected, then the Volvo was used to support the cylinder whilst the trunnion plate was removed. The cylinder was then lowered out of the wagon and placed on the trolley for transportation back to the repair sidings.
Many hands make light work; with the release valve removed the cylinder was quickly dismantled. Our own design of piston removal tool making it much easier.
Once cleaned thoroughly by Dan and Tom, Nick inspected the work.
Now clean the new rolling ring seal was fitted then the piston lowered carefully into the cylinder using our tool again.
The dome sealing ring was fitted and the dome carefully lowered onto the cylinder, then bolts nipped-up. The outside was scraped, cleaned and the top given a coat of quick drying container black as it’s not easy to reach this once it’s back in the wagon.
The cylinder was taken back up the yard to the tank and refitted; being very much a reverse of the removal. A refurbished release valve from our stock was fitted along with a new piston rod gaiter and release chords.
Now complete Hector fetched the Vacuum Test Rig so we could check our work. The rig was connected to the tank and the brakes operated a number of times to ensure the slack adjuster was doing its job. Train pipe and cylinder leakage tests were then completed along with release valve operation. We did have one concern though, that the brakes appeared to be operating as if the wagon was loaded; so we needed to find out exactly how the empty load system should work.
Returning the test rig, Hector had a funny turn !
Madge & Lilibet completed the day entertaining visitors with a few tours of the yard as darkness fell.
Saturday evening and Sunday morning we all had a hand in some much needed tidying up in the GUV works vehicle, with Danny taking a rubbish load to the recycling skips. Some of the metal paint kettles also had their paint remnants removed by burning.
Dan helped Nick with some underframe scraping on tank 3711 and the seized screw couplings were freed off with the help of a little heat.
Over lunch we took a look at some reference material to confirm how the SAB empty/load system should operate on tank 5209. It was decided that to confirm if the problem lay with the mechanical load/weigh valve or the vacuum operated empty /load box, we should disconnect the vacuum supply to the empty /load box and re-check the brake operation. The test rig was again loaded onto a trolley and thanks to Hector made the trip up the yard to the tank.
The vacuum supply pipe was disconnected and temporarily plugged, then the brake operation checked. The brake applied as it should for an empty condition wagon, confirming that the SAB mechanical load/weigh valve was not operating correctly. As the wagon is currently only to operate in the empty condition, the empty/load vacuum valve was sealed and the feed blanked off to ensure the correct brake operation for that condition. At some point we will investigate the faulty SAB mechanical load/weigh valve.
Madge and Lilibet again got together outside the goods shed, posing for the cameras.
And watching the trains go by as the sun was setting.
Helping tidy away the trailers Lilibet was paired with Madge’sbox for the first time.
Thanks for reading that concludes a busy but enjoyable Last Hurrah weekend which saw BR Standard Class 2MT 78019 looking superb, operating its first event following restoration.
Join us again next week as we continue with work on the tanks.
With the autumn weather setting in and following a discussion with the events team, Lilibet was moved into the marquee at Quorn Tuesday, stood over a sheet, components removed, she was keyed ready for prime.
This was followed by a quick wipe of the nose and 2 strips of masking tape applied to mark out the location for nose trim. Although a later Scarab with a trimless nose I prefer the look of the sweeping trim. The tape acted as a guide to ensure both sides looked even.
A 21mm wide chrome trim was then applied above the tape, this is available from any auto parts stockist, although this particular item came from a well know internet distributer named after a river.
The chrome was also keyed, and after a panel wipe, masking was applied to areas that won’t be requiring paint.
This was followed by a quick fill of a small number of imperfections
On to Wednesday, with the filler cured the areas were sanded then panel wiped
Followed by the application of the first coat of primer, a fetching shade of our now usual white, any guesses for the final colour?
Whilst waiting for the first coat to dry I swapped the rear number plate with the new “Re-enacting” plate. OAR was used by BR vehicles in the Leicestershire area. Madge will also be receiving an OAR plate, number 317.
Why 317 and 323, well most BR Scarabs around this area carried a 300 number with 17 representing the letter Q and 23-W. Wilbur has OAR plates, numbered 815. These plates being applied for photo charters and period events but the vehicles will revert to there legal plates when on the road.
After a bite to eat the second coat was applied.
The Scammell nose plate is a fibreglass replica and as such is missing bars to protect the head light and the Horses Head, A plan has been formulated for the latter. To correct the former a piece of Aluminium bar was cut in to 3 sections holes drilled and the bars fed in, due to the curve of the plate this is a tight interference fit.
On to Saturday with focus being 3711, the East side cylinder perforated for lightness was removed, using hot spanner, high speed rotational nut remover and percussion adjustment techniques.
This will not be overhauled at the moment but may be in a few years once the steel is given time to grow back.
The train pipe was then removed, well I say pipe, more accurately the wet cardboard tube fell off.
This was followed by loosening the west side cylinder which will be overhauled and the removal of the piston rod.
There was also time to make a repair to B852838 which had been booked with a defective vacuum release chord.
Dave also overhauled the two removed release valves
Lilibet received her period tax disk and appropriate lettering for her current colour. Still accepting guesses for the final colour scheme. This was followed by a few movements around the yard, moving items between the vans and re-packing parcels into a theatrical van.
Last task for the evening, re coating Lilibet’s rear chassis and coupling gear as well as her nose plate.
Sunday began with a strip session, a 21″ Cylinder from stock which was then overhauled.
After the 2 minutes for Remembrance and awaiting the arrival of Nick to operate the Volvo. We removed Lilibets alternator as the mount was found to be misaligned. This was measured, washers welded in position and redrilled.
After fitment and with Nick now on site we set about removing the west side vaccum cylinder from 7311. Unfortunately more components were required to be taken off to facilitate removal, so with a gap on the east side we fitted the overhauled cylinder there.
As we do not intend to fill the tank, it will only have one cylinder plumbed back in, as we do with all our load valve dual cylindered vehicles. This is just to eliminate any risk of running an empty wagon with the brake force of a full one.
Sundays last task with the Volvo in operation was to straighten the west side ladder with a careful application of force.
Don’t forget to get your guesses in for Lilibet’s top coat, all will be revealed next week.
Bonfire night weekend at Quorn saw another well attended event on Friday evening with the customary bonfire.
For our group this meant that Saturday morning we concentrated on checking over the mixed freight and tidying up before getting stuck into some work on Elizabeth and 22T tank wagon 3711.
Before we started there was time to watch some YouTube video footage taken during our Open Weekend by Ollie from Wardle Road. See below or alternatively click this link to watch:- “Quorn Wagon & Wagon Open Weekend”
Elizabeth or ‘Lilibet’ as she is becoming known, was woken from her week long slumber. I treated her to some air in her tyres; she was then used to move the small trailer for unloading of another load of recovered wood planks that were added to the storage pile.
After the trailer was unloaded Ross swept it clean, or so he thought.
Well, owner Matt didn’t seem to think his trailer was clean enough so he swept it again.
Danny was also woken up, treated to some air in the tyres and used to move some rubbish to the skips.
Richard and Nick made a start scraping and removing corrosion from the underframe of the tank wagon 3711.
Matt, Ross and myself tackling a few jobs on Lilibet, starting with the temperamental door handle removal then her ‘ears’ (sorry, roof mounted indicators) were removed as we previously did with Madge. These indicators were not fitted as standard to Scarabs for British Railways use.
A diesel pipe leak was fixed; the accelerator pedal adjusted, all grease points attended to with the grease gun and various linkages freed off with penetrating oil. We took a good look at the wiring, and it’s clear that Lilibet will need a new wiring loom making at some point. For the time being however we have got the battery charging re-connected and tested, although a new slightly shorter alternator belt will also be required to allow it to be adjusted satisfactorily.
Not wanting to get rid of Lilibet’s ears, Matt found a use for them; and presented Nick with some new head protection equipment.
Work continued into the evening on Lilibet, with both new door handles and locks fitted and working.
Sunday was a damp and overcast start to the day so I opted for some work inside Test Car 2, re-crimping and tidying the generator start battery cables and fitting a battery isolation switch.
Matt and Ross investigated Lilibet’s clutch that was in need of a bit of adjustment; the operating rods were cleaned, re-fitted and then adjusted.
Lilibet’s offside rear mudguard had vibrated loose, so was removed and the brackets cleaned before re-fitting with new locking washers.
Nick, helped by Charlie continued with the scraping and cleaning of the tank wagon 3711
The last job for the weekend on Lilibet was investigating the nearside door droplight that would not open. Removal of the door panel revealed why, the mechanism had been disconnected and a suitable wood prop inserted.
Matt fabricated a window attachment arm and operating mechanism slide using some spare scarab parts and a slice of drip-tray.
That’s all folks for this week, join us again next time to see how we get on with more work on Lilibet and the tank wagon.
Hello everyone! Following the excitement of our open day last week, we’ve had a quiet week with just Matt and I on site on Sunday. We carried on the sorting out from last week, and took delivery of yet another new arrival of Matt’s (Matt says Sorry Stu!). We started off however by unloading our site pick-up for wood recovered from the bonfire pile and stacking it neatly next to the dock.
We now present ‘Elizabeth‘, a diesel Scammell Scarab. You may have seen this one before as it has visited us on loan for Railways at Work and very recently at our open weekend. This arrival also takes the pressure off of Madge’s looming restoration as we’ll still have something to move trailers around with.
With Elizabeth having touched down (again), she was very quickly put to work moving the 3 trailers back into our compound ready for the railway’s bonfire. We also used one of the trailers to pick up some more wood from the bonfire pile which is the perfect size for wagon floor and bodyside planks.
Next week, we’ll be back to normality and drawing up our plans for winter work.
So we have made it through our open weekend, unfortunately a few last minute issues meant we had to alter what was on display and a goods train was unable to run.
So preparations continued and Monday I was on site moving some of our demonstration loads.
Madge’s box trailer was filled with parcels from “theatrical van one”, also known as B852838 to give options for possible variations for display.
This was followed by the sorting of the shop supplies, moving from our vehicle used as a dumping ground AKA B850498. Into the former loco shed shop now our Palshock.
This was followed by parking the trailers ready for the weekend and an excuse for some images and yes, Madge has had a little accident although we are calling it a more prototypical feature.
I also applied some logos to the chargers on the Tug support trolley, this is to identify which charger is for what vehicle.
Back at home, Wilbur was fitted with a new heater control valve, the last one sprang a leak during testing last weekend.
I did have an assistant but they weren’t particularly hands on.
Next was to update the depot allocation, originally we allocated him to Loughborough Central Parcels Department. Now we are more appropriate;
On to Wednesday and a day of shunting. First preparing Quorn, moving Test Car and associated vehicles in to the North reception. This was a joint effort between ourselves, Carriage and Wagon, with D4067 and the Ops department with 37714.
This was followed by a trip to Swithland Sidings to assemble the wagons for display and returning to Quorn behind Standard 2 78018.
My mode of transport to Quorn was none other than Wilbur, and in preparation for the weekend we moved a few vehicles in to the marquee.
Preparations continued Thursday, with filler pieces manufactured for the stairs to allow easier access into the test car.
We also set up the Marquee for our selves and visiting groups stalls and information stands.
Then a delivery from our good friend James Littlewood who has loaned us his Diesel Scarab for the weekend.
As well as some time to add a second coat to the Red Star Brute and the beginning of the final detailing.
On to Friday, and despite the rain, we continued with preparations. Dave and Richard preparing and positioning our information displays.
With a gap in the weather, we loaded the BRUTEs from the box trailer
Once loaded I completed the painting of the BRUTEs, adding those all important details.
Followed by a touch of tidying of the yard and positioning vehicles in our 1960s yard scene.
Saturday morning thankfully the rain cleared as we made final preparations for the start of the weekend.
Saturday evening we treated our guests to fish and chips and even made time for a spot of wagon loading.
It was really great to welcome so many visitors over the weekend and thank you to all who attended, participated, donated and purchased. We enjoyed ourselves and we hope those of you that attended did also.
We’re back again for another weekend of maintenance, this time on a portion of the mixed freight set. Those being: B740654, B721587, B724570, E301588, B732357, E212315, B916549 and B425356. As per the preceding few weeks, the wagons received an axlebox exam and the brake gear oiled. Dave and I also inspected each vehicle, noting down items/issues as required.
The vehicles that we have been working on this weekend haven’t seen any vacuum attention for a while, so it was decided to test the vacuum and give the fitted vehicles a vacuum overhaul. The vacuum piped vehicles had their hoses changed as required and the vacuum hose & dummy seals replaced. I also replaced some vacuum branch pipes which had seen better days.
Given the new hoses and seals, we connected the exhauster plant up and tried to create a vacuum, which got got to 19 inHg at the other end of the consist. The vacuum was destroyed using the test cock and the brakes observed for any activity. Two vehicles passed the vacuum test, having just had their hoses replaced. These will of course be done when they come back to us for bodywork and painting. Of the other vehicles, three are piped (though one with an issue) and the other three had failed the test. The Pipe, Shock Hybar and LNER Tube will receive vacuum overhauls over the coming weeks.
Sunday saw us attempt the vacuum overhauls of the three failed vehicles, starting with the Shock HyBar. Our conclusion is that this vehicle is a right pain to remove the vacuum cylinder from, having to remove the door banger/stop and possbily the handbrake lever. After a considerable amount of faff, the cylinder was removed and taken apart for inspection and overhaul.
The Shock Hybar having taken longer than expected, we then took a look at the LNER Tube. This was somewhat easier to remove (although the hot spanner was required to undo the nuts) and was in remarkable condition when taken apart. The cylinder was cleaned out of the rolling ring dust and reassembled with new rolling ring and joint seals. Dave removed the release valve and overhauled that so it was ready to refit when the time came. Matt took away the piston rod and polished it.
The cylinder was re-assembled and it was put back under the wagon and tested. The re-fit was much easier than the removal!
With just the Tube connected to the exhauster, 21 inHg was achieved and exceeded with the rig, and the cylinder exercised a few times. The brakes applying and releasing just fine, a slow brake application was made and the brakes allowed to apply and sit. The brakes were applied around 1600 and were still on when we left Rothley at 1800, a good result as when initially tested yesterday the cylinder didn’t apply at all!
Next weekend is Easter weekend, and the vacuum overhauls will continue on the Pipe and the Shock Hybar and we will also look at the leaking trainpipe on the Coal Hopper. Join us then and see how we get on!
