Category: Updates

This weekend work of cause continues on 500954,  with the weather as it is it would have been silly to waste it.  The priority has been to paint the sides of the vehicle.  The metal work was scraped down on the East side and Jake and Ross began the spraying. 

Whilst this was going on I tended to some of the last details on the vehicle ends.  Two further plates were manufactured and sealant applied. 

The large repair plate that was fitted last weekend received a row of false rivets to blend the repair into the vehicle. 

Once the east side was in undercoat, we manhandled the vehicle round to the turntable for a quick spin,  this served two purposes, to make the job of spraying the former westside easier and to allow access to the vacuum cylinder location as we will be reinstating the vacuum brake which was removed when the vehicle was sold out of BR ownership around 1964. 

Whilst the spraying of the new Eastside began my attention turned to fitting the vacuum pipe dummies.  Holes drilled, radiuses filed and the dummies bolted into position.  

Once fitted the metal work was heated and twisted to allow the vacuum hose to be fitted to the dummy when not in use.  

With the sides in undercoat, all hands turned to stripping the South end of the vehicle,  it had been painted in bitumastic paint and this will cause issues if we do not fully remove it. 

The stripping of the vehicle end continued into Sunday morning and the entire south end was successfully complete along with most of the way up the north end, unfortunately, it could not be complete due to the loose woodwork under the roof end which would not react well to our paint removing technique. 

I, however, spent the day at the Mountsorrel Railway carrying out demonstration shunts, Dave was on site to assist in my absence.  Although I was also on a fact-finding mission as I took the opportunity to measure the brake cylinder actuating arm on the main brake cross shaft of our LMS medfit. This item is missing from the van and we will require it to reinstate the brakes.

The main event was the top coat being applied to the van sides and this was duly applied by Jake and Ross.

Final tasks were to free off the screw couplings and investigate our loose south-east buffer,  the prognosis, a missing compression rubber. 

That concludes this weekends work,  as always we shall keep you up to date next week.

Thanks for joining for another update! Work this week has continued on the LMS box van. Last week, it was left with 5/6 side sheets replaced, so this week we completed the re-cladding of the van. When I’d arrived, (admittedly later than usual) Matt and Nick had undone most of the bolts holding the remaining cladding to the vehicle. Once the internal cladding had been removed, the planks were removed.

The door on this side of the van has always been stiff to open, so with the side out, Matt began to investigate why.  He began by removing a bit of angle iron that was rubbing on the door, a sort of steel draught excluder.  This helped, but didn’t completely solve the issue. With Matt out of the way, Jake cleaned and painted the backs of the steel uprights, in preparation for putting the boarding back in.

Once started the cladding came together extremely quickly; a blink and you’ll miss it moment!

As with the other corners, this was then fixed into place. Matt, meanwhile, began repairing a hole in the van’s end pressing. As mentioned before, we don’t have the ability to weld in the south yard, so any metal repair has to be bolted or riveted. Matt spent his time in the RAF as an Airframe technician, carrying out riveted repairs to Nimrod airframes among other things. Using the skills honed in the RAF, Matt set about fabricated a patch to go over the lack of metal at the bottom of the end pressing.

As Matt was at the Bluebell Railway on Sunday, Nick and I finished up riveting the plate into position. Also on Sunday, Jake continued his practise at using the spray gun, and both he and I got both van sides into wood primer. Whilst we tackled the Dock side, Nick continued fettling the reluctant sliding door on the west side of the van, and sealing the side of the van.

The painting and the door fettling completed, we turned our attention to the Shochood B and Medfit’s vacuum system. At some point in the past, unknown to us, these vehicles had had their vacuum systems isolated, so were effectively running through piped. We completed the system, and began to diagnose. Nick gathered together some branch pipes and set about reconnected the cylinders. Doing this first step allows us to diagnose the vacuum system, and see where we need to next turn out attention to. That done, I freed the vacuum test rig from the corner of the tool van, and assemble its hoses to begin testing. results from the testing are as follows: the Shochood B requires a new vacuum hose at the south end, and the Medfit requires 2 new hoses and a cylinder overhaul. Though we are thinking about a quieter test rig! (ours is powered by a Lister-Petter diesel engine, so an electric motor probably won’t go amiss!)

Thanks for reading, and who knows what we’ll be doing next week!

Good morning everyone, and welcome to another update from Quorn Wagon and Wagon.  This weekend, we have continued to work on the LMS box van.  At the end of last week, we had stripped the side from the van and removed the door frame for patterns.

On Saturday morning we took delivery of the new side planks for the van from Harlows timber merchants. These planks have been pressure treated, so should stand up to the beating the weather throws at the body sides. We also took delivery of a new sliding door frame, ably carried by Matt and Nick.

So the day begins, we began by building up the door frame with all the bits of steel framework to enable the door to be refitted to the van. Taking advantage of the good weather, Matt and Nick set up shop on the dock. Before mounting anything to the frame, areas where things were to be mounted had a generous coating of wood primer. A tea was consumed to allow the paint to dry a little bit, and then the top and bottom angle irons were fitted.

Then the side frame was added, which governed the placing of the rollers at the top of the door, and the corner reinforcing pieces at the bottom.

What was I doing whilst Matt and Nick were readying the door? I was repairing some other doors, as fitted to another Transit van. I replaced locks on the load space doors, and then sat in the warmth of TC2 and repaired the rear door wiring loom. Once I’d fixed the central locking, I assisted Matt and Nick with the rehanging of the sliding door. We’d managed to slide the door on, but some adjustment was required to allow the door its full range of movement. Last thing to fit to the door was the latch.

Just before hometime on Saturday,  Matt painted the door frame and rebates in wood primer and part of the side ‘fell’ in.

On to Sunday. Before I had got there, Matt and Nick (in between perusing the Swapmeet) had fitted the south side planks. Both end required a filling strip, at the top of the cladding, which I set myself up in the GUV to make. These were slid in, and then a team of Dave, Jake, Matt and Nick set about bolting the side planks and internal cladding to the van side. Whilst they did that, I cut out the plywood back piece for the sliding door. The vertical front planks screw to this backing wood, so this task readies us for next week.  Nick, using the angle grinder, cut off the end of the bolts that were considered too long, whilst I was inside screwing the backing boards to the door frame. Now the sides are in its a bit dark in there! Jake finished the door off by painting the front face of the plywood in wood primer.

Next week, the door planks will be added and the side planks painted with wood primer (weather dependent). Then onto the other side!

Thanks for reading!

As the title suggests we have returned to what we can only describe as our usual business. M500954, the LMS boxvan, is our next project.  The first task was to measure the vehicle so accurate replacement planks can be ordered.

With measurements taken attention turned to the east side of the vehicle.  The door was removed, this basically fell off as it was quite rotten. My job being to dismantle it, salvage the steel fittings and as much wood as possible.

Although the frame remains most of this will require replacement but it is being retained for templating.  Nick, Ross and Jake removed the bolts from the side planks and dismantled the inner and outer skins.

All of the metal components removed from the door and an L angle from the frame were scraped down, cleaned up and red oxide applied.

The last job for Saturday was to red oxide the frame were the L angle mentioned above lives.  This angle tightens the gap between frame and door when it is closed, a metallic draft excluder if you will.  Straight on to Sunday and with both frame and L angle dried they were bolted back together.

Sunday morning was spent at Loughborough.  With preparations for unifying the GCR with its Northern counterpart, a number of grounded vans are requiring to be removed.  We have earmarked a number for possible future use but our trip was to collect spares that could be more useful in the short term. We have also looked at the viability of the Containers so expect further news on these.

Back to Quorn and we were happy to have a further visit from Dave Bower.  We have some exciting ideas for Test Car 2 which we will shed light on in future updates.

Jake returned to work on M500954 and applied red oxide to the back of all of the now exposed metal work.  Ross took a look at the Slip Working headlight whilst I looked at the possibility of manufacturing chalkboard brackets.  I am happy with the result.

This week we shall be placing orders for wood and hopefully delivery will be in time for next weekends activities, we, as always shall keep you up to date.

Welcome to another weekend update from the team in Quorn, featuring some unseasonably warm weather! This weekend we have started to come back to normality, back in our pen in the south yard at Quorn. During the week Test Car 2 and the CCT were stabled back in the Up Reception South (thanks to the Ops team), with the Yellow Coach being taken to Rothley for its much-needed bodywork repairs, courtesy of Jamie and Pat at Rothley (Thanks in advance guys!). More on that will be covered in later updates.

This weekend has seen us get ready for the coming year, with stuff being tidied and shifted around (yet again!). Having the CCT delivered has meant that we could empty the ex-Windcutter Group stores van, M500954, as well as move some items from the GUV.  The LMS van begins its journey through a reclad and repaint for it to join the van train. The intention is to refit the vacuum to this vehicle, which we are beginning to sort out components for.

As the CCT is no longer being retained for as the fire van, we carefully removed the IBC cubes and relocated the firefighting equipment to one end of the van. This allowed us to transfer all items from the LMS box van into the CCT. Once all items had been removed, Jake started taking down the internal racking, which has been retained for redeployment; after all, we can’t let things go to waste!

I assisted Jake with this, once I had replaced the front bumper of my car, which had sustained some damage from a Muntjac deer one Saturday evening last winter.

Also on Saturday, as part of some fireman training, the box van train had several trips, which saw the use of the Southern brake van, which was also removed from the South Yard during the week.

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Sunday morning rolls around, and with it bring us a special guest! We were pleased to reunite Dave Bower with Test Car 2. Dave used to work TC2, among other vehicles, during his time working for British Rail Department of Mechanical & Electrical Engineering from 1983 to 1994, and then for Serco until 2008. In this time Dave was involved with over 700 tests on new build vehicles as part of their acceptance to the network or investigating modifications to existing vehicles. Dave has also written a fantastic book, Rail Vehicle Testing (link on our Links page), which details the tests of which he was a part of,  why vehicles were tested, and information about the Test Cars among other subjects. Dave was able to show us how the coach worked, and some finer details of its conversion (including any questions we had) and told us a few stories of his time working the coach. Thanks for coming along Dave, and we hope you had a good day; as we certainly did!

Other tasks undertaken today included reuniting parts of the tank with the tank, and finding and cleaning a fridge to use in TC2 whilst the Yellow Coach is away.

Next weekend, we plan on starting to strip down the dock side of the LMS van in readiness for its reclad; and we shall continue to tinker with Test Car 2. Thanks for reading!

This week on Tuesday and Wednesday a number of our vehicles were used during a Timeline Events charter.  As usual, I was on site reenacting with Jack, but this time we were also joined by Ross.  If you have ever wondered what happens to van sides that have been removed? We repurpose them and this week the VEA door skins removed in 2017 became a headboard for Standard 5 73156.  The original was carried by the engine in 1959.

On to the weekend and our vacuum adventures with Test Car 2 continue,  with the performance of the 15″ cylinder below par the decision was taken last weekend to replace it.  With the vehicle being made available for possible future use in passenger rakes the reduced braking provided by the reduced size cylinder could be detrimental to the braking of a train.  First, we dropped into Quorn to pick up one of our spare 21″ cylinders.  This was refurbished some time ago but not fully assembled whilst it awaited a purpose.  It originally came from one of our Dogfish hoppers and had been attacked by the tin worm.  The Cylinder dome was repaired by the locomotive department some years ago.

On arrival at Rothley the first task was to remove the 15″ cylinder.

With the cylinder removed, we had to modify a support bracket for the ETH through wire as this will be foul of a 21″ cylinder.  The clamp blocks were fully removed, the outer block was reduced to top and bottom radiuses and the inner block was cut down and the lower corner removed.

Whilst Ross and I removed the 15, Nick and Jake assembled the 21. This included applying red oxide to the areas that will be out of reach when the cylinder is fitted.  The inside was hovered, a new seal fitted and cylinder bolted up.  The repairs previously carried out are clearly visible.

With the cylinder assembled, it was time to fit it to the vehicle.  The trunion supports were replaced with standard brackets recovered from long lost coaches and the cylinder lifted into position.  The cylinder was connected to the brake cross shaft, release valve fitted and clearances checked.

Once complete Jake took the time to red oxide the rest of the cylinder but not before the all-important vacuum test.  20inHg was reached and the cylinder operated a number of times before the vacuum was destroyed.  10 minutes came and past and the brake was still applied after 3 hours and deemed a success.

Next task was to replace the draw hook at the generator end.  When converted to a test car in 1974 the original draw hook with buckeye attachment was removed and replaced with that from a 20T Brake van.  This included a narrowing of the headstock slot which luckily was only a plate bolted into the original.

Taken from another long since lost vehicle a full set of coach drawhook springs drawbar and draw-hook was retrieved from storage. Ross had the arduous task of undoing the mounting nut 1/8th of a turn at a time.  Once free the assembly was removed along with the headstock plate.

A ware plate was fitted, the spring pack then assembled and fitted and the recovered draw bar and hook was also fitted,  All four members of the team were required with some interesting contortions of people around the axles, bogie and pipework of the coach.

On to Sunday and again a quick visit to Quorn. This time to pick up a buckeye.  On arrival at Rothley the split pin to secure the draw hook was fitted.  Unfortunately, airlines were in the way but a quick modification to the support brackets and clearance was attained.

Next job was the laborious task of screwing up the drawbar nut because of the bogie this was done 1/4 turn at a time.  Once tight the split pin was fitted.

With the draw hook assembly complete next was the “simple” task of hanging the buckeye.  This required a few burs dressing and once in place, the support pin was driven home and once again a split pin fitted.

When we dropped the buckeye however some minor alterations had to be carried out.  The buckeye came into contact with the main reservoir cock.  This was removed and then the support plate was foul.  A little alteration and the cock and support plate were clear.

Back in the service position the release chain and support pin chain were fitted and the release tested.  A little lubrication and the wear limit was checked and the buckeye passed fit for use.

The last item was to replace the internal arrangement drawing which I had created in the week and marks the start of the internal tidy and the task of replacing the faded signage. The new one may give a clue to the livery we are looking at applying.

Hopefully, we will be back to normal next weekend or at least we will be back at Quorn.

Welcome to this weekend’s update from Quorn Wagon and Wagon’s Rothley outpost. We have again been working on Test Car 2, in preparation for its move to Quorn as our temporary base.

Work this week has concentrated around the vehicle’s vacuum system. Last week, we were able to prove that the vacuum pipe was intact as a throughpipe. We started off by digging out some spare Direct Admission (D.A) Valves and sections of specially shaped pipework out of the van train from storage. This pipework fits into the tee joint from the main vacuum train pipe and drops them down to the D.A valve bracket next to the Vacuum Cylinder.

Firstly, We removed the bungs from the tee pieces in the train pipe and connected the first section of downpipe to the Crane coupler.

One end had a frame fitted to carry a DOPLAR speed measuring system whilst it was based at the Old Dalby Test Track. Matt set about removing that frame whilst Nick and I trial fitted the down pipes to see where the bracket would sit. This would also show us modifications we’d have to make to the pipework to be able to fit with appropriate clearance for all components in the area.

Both ends required no modification to the down pipe, but both had to have the mid section and final sections altered to allow for best positioning on the coach.

The electric pipe threader made light work or altering the pipes and by the end of Saturday we had managed to effect a brake application on the North end of the coach.

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We found that whilst the brake applied satisfactorily (first time since 1991) they would leak off after 5 minutes. we cleaned and exercise the release valve on the cylinder. This resulted in the cylinder holding for 3 hours, after which we lost interest. Our attention then move to the south end brake cylinder.

The south end of the vehicle is fitted with reduced diameter cylinders on both the vacuum and the air braking system.  This means that the vehicle has a reduced brake force reducing the risk of the wheelsets locking up as this end was fitted with tacho counters for distance measuring during tests. We found that the brake cylinder again applied well, but released after only 1 minute. Initially, we suspected the release valve, so changed that for a spare. this did not rectify the issue, so we then replace the DA valve. This hasn’t rectified the issue, so no the cylinder is suspected. This will be replaced in due course. Matt remains confident in the air brakes of the coach, after its final movement to the loading pad on the Test Track.

Work didn’t just take place on the brakes. Matt has trimmed the buckeye chain guide to allow the Brake Pipe cock on the air system to latch shut. I reinforced the door frame around the lock I fitted last week. I also noticed whilst underneath the vehicle that the return spring for the south brake rigging had come adrift and was not in place. A spare was found and Matt wedged himself into the bogie and fitted it. The train lighting jumper blanking cover was found in the guards area, so Matt refitted it to the North end from whence it came.

Thanks for reading this update, join us next week, when the saga of the vacuum cylinder continues!

Hello everyone, and welcome to another weekly update from Quorn Wagon and Wagon.

This weekend has seen the railway host the annual Winter Steam Gala, with the van train running and the mixed freight making a welcome reappearance. We were also staffing the demonstration Travelling Post Office train, performing ground duties in the mornings and staffing the train for the afternoon run.

Most importantly though, we fitted the sheet to the Shochood B, which makes us the proud owners of the only Shochood B in preservation! Matt collected the sheet on Friday. We have fitted it temporarily, as the best place to store a sheet is in place on the wagon. The sheet will be removed before painting. As the fitment is temporary, we’ve used cable ties to attach the sheet to the wagon. We discovered when putting the sheet in position, that one of the bars was able to jump off its prop, leaving a sharp pole. Nick and I went around inside the wagon and used some steel strapping to prevent the poles lifting off the poles.

Matt has put some effort in and put himself together a GPO uniform to play the part of a postman from the 1960s. He also borrowed a post bike from the station to complete his image. On the TPO, Matt and I did some work to free of the letter flaps, as fitted to Postal Sorting carriages.

Thanks for reading this small update, and join us next week for another!