Category: Updates

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……………….

The final day of 2018 and a visit to the Rail Innovation and Development Centre Melton.  More commonly known as the Old Dalby Test Track.  Those who have read our profiles will know this is where I work, So for me New Years eve was a day working,  for the rest of the team a tour and a run down the test track.
2 full line trips buffer stop to buffer stop were made. One in 08 892 and the other in 47 714. 52 miles in total.

On to New Years day and work continues on the Shockhood B. Advantage was taken of the extremely good weather with Jake priming the wooden batons made by Ross and exposed frame of the Medfit.

Nick and I started the tarpauling bars for the Shockhood.  There were quite a few complicated bends, it was all figured out and after the sun had set both ends of the vehicle had received the end bars bent and ready to be linked.

On to the review of the past year.  Having focused on the Brakevans these took a lot of our time so the vehicle total this year is lower, the numbers are as follows:

4 doors
2 re-roofs
3 re-floors
7 exterior repaints
3 interior repaints
5 seats reupholstered
2 new vehicles
1 Transit van starter motor
23 new windows

To finish I have written a poem, I hope you enjoy it.

We started the year by re-wheeling a Shockvan
A sheet was fitted to a wagon at Swithland

Dummy shock gear was the focus of the day
Until warmer weather when the fish came to play

From white to blue it looked ice cool
The first of three brake vans, they were cruel

A shock van stripped of all but its doors
A Midland box van we found its numbers

An LMS Brakevan with 18 foot boards
It received new upholstery, a new one for us

A starter motor for a van but not one on rails
The end of steam came but thankfully failed

A work week in August and another brakevan fell apart
That visit from Robert that pulled at the heart

Despite the heat we focused on a stove
Rebuilt the third brake, even got the doors to close

It was time for some flats one from a Scottish works
The other received a tank it could have been worse,

A trip down to Gloucestershire to see Mr Stone
Plenty of wagons were wanted but none came home.

The war came to an end and a fire was lit
A wagon arrived it was a Palbrick

We ended our year with oil and pads
Thanks to all our supporters Happy New year from the lads.

 

Seasons greetings and our last post for 2018 and despite the festive season, Winter Maintenance continues:
Axle Boxes, Pad Exams, Brake rigging inspections, and oiling, all vehicles in traffic have been attended to apart from those on the Mountsorrel Branch, as these were carried out by C&W Staff from Rothley earlier in the year. There are also 2 vehicles in the Dock at Swithland requiring Pad exams as the East side is currently inaccessible.
Maintenance took us until Wednesday spread between Swithland Sidings and Quorn.

Thursday attention turned back to the newly arrived Palbrick, The frames and the toolbox, which it arrived with, were sprayed with a Baking Soda mix to try and neutralize the rock salt that had been stored on the vehicle. This was worked in and a second application on Friday. So far things are looking good.  Nick also took some time to remove rust from the deck of the Sturgeon.

Saturday and the Medfit received attention. It’s floor was no longer fit for this world so it was fully removed. The steelwork will require a few remedial actions before a replacement is fitted.

As well as the Medfit our project to revert the Dace back into a Shockhood B has begun. The deck has been cleaned of Moss and Rust, as well as the space between the frame and body. Sunday and manufacturing the Hoop mounts was on the cards.
Using the original mounting holes, mounting plates and a cover plate were manufactured.  These were installed at both ends and are ready for the hoops to be manufactured.

Whilst these were being installed Ross began creating the wooden batons that run each side of the body,  under each lip.  This is made of 4 parts and is there to prevent damage to the sheet which will be fitted.

We will be posting an end of year review on Tuesday and this will also include our exploits planned for New Years Eve as we visit another Railway.

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.

 

With S56010 essentially finished our attention has turned to a new arrival.  Joining us from the Bombardier works at Derby Litchurch Lane Palbrick B B462709.  This vehicle was purchased with the intention of becoming a chassis for re-wheeling a box van.
This decision may be altered as an alternative use with commercial possibilities has come to light but this requires discussion with the GCR before we announce further.
For now, the vehicle is being made fit to move on the railway.

The first job was to remove all of the equipment from the deck.  This included the toolbox and what can only be described as the wheelie bin shelter.  During its life at Derby, it was in use as a match wagon and site domestic wagon,  for clean up and de-icing duties both track and walkways.

My main task for Saturday was to address the step boards,  as can be seen above they have, at some time, taken a wallop.  As we are also reinstating the brake gear and to gain better access to the axle boxes the steps were shortened.

This was carried out on both sides.  This involved removing the anti-slip coverings, shortening the boards and coverings then refitting said coverings.  I also had time to remove the east side footboard bracket as this was now redundant.

At some point, the vehicle had taken a hit to the northeast buffer, this had pulled it away from the headstock.  The buffer was removed the area around the bolt holes that had deformed was heated and returned to its original profile.  The bolts replaced and the buffer refitted

 

The south draw hook had also sheared. What was left was removed useful components salvaged and a new complete draw-hook fitted.

 

The other draw-hook at the north end was loose and missing a spring rubber.  This was undone and a new rubber fitted.  Of cause, the description of the work carried out is considerably shorter than how long it actually took.

With the light fading, we began to look at the brake rigging. Most of the linkages and pivot points were sized.  A few choice applications of heat and penetrating fluid was liberally applied and attempts were made to free off the linkages to no avail.  The pivot pin for the missing brake arm was also removed.

 

Final Job for Saturday was the application of the running number.

On to Sunday and I completed the removal of the redundant Stepboard support.  As well as the remains of the Wagon clips.  After which I removed the bottom of the toolbox as this had become rotten as it was used to store rock salt I also scraped and cleaned the inside of the box.  This will be receiving a new wooden bottom and will be fitted to the wagon with an air gap below.

Nick and Ross systematically freed off, removed, cleaned up and refitted all of the linkages, pins, and pivots of the brake rigging.

Once complete our attention turned to fitting a brake lever and pin rack, we used the bracket on the W iron that held the footboard with a little adjustment.  It was heated, twisted and hammered into position. With the lever fitted this results in an operational handbrake, although for the time being only from the East side.

The vehicle can now be moved, braked and can be identified. More to do next weekend.

 

 

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!

Having spent a week looking at images of SR Pillbox brakes my thought was S56010‘s stovepipe is too tall.  Although within the loading gauge we made the decision to lower it.

Once lowered I applied heatproof sealant between the Outer Stovepipe and cast roof fitting and the inner and outer stovepipes, both externally and internally.

Once this had cured we moved to a preservation first.  Since its arrival in 2005, the brake van has never had a stove. Having now fitted one we lit the first fire in at least 13 years.

In the week I had purchased galvanized buckets, dustpan and “fire irons” for the van when I dropped these off I also added the earthing cable for the stovepipe.

In the now warmed van, Ross and I fitted the ducket head cushions for the Guard.

To finish off Saturdays tasks the original stove pipe sign which was saved when the interior was dismantled was refitted in its original position.

On to Sunday and the main task was the final fitment of all the upholstery.  Ross and I completed the east side cushions and I fitted the Guards cushions that fits above the main backrests and finally, all of the staples were painted black.

The main cushions were also screwed into position from outside the duckets and the screw heads then painted by Jake.

Whilst I had the black paint out I also added a BR(S) to the short circuit bar.

The whole teams’ attention then turned to the fitting of insulation to the North end door.  During our test fire of the stove, we found if the door was left opened it started smoking.  So we added insulating material, steel covers and Jake primed them.

One more morning of work left and then we need a new wagon to work on.  Next week you’ll find out which.

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!