News and Updates

Our focus for this weekend was B550356 our own 16T Mineral Wagon, the first such wagon on the preserved GCR, arriving over 2 years before the formation of the Windcutter group.

Preparing the body for paint was the task in hand with Nick, Jake, Dave and I scrapping, sanding and chipping.

The loose material was then blown down,  inside and out.

Any areas taken down to bare metal was then given a coat of Red Oxide Primer

Eddie was also on site and gave our new “Site Office” a spruce up.

For the shed I cut and shaped a door sign, in the style of a BR enamel sign which I then applied a coat of wood primer too.

Whilst I was making the sign, Nick and Jake adjusted the Minerals brakes. taking up the slack caused by brake block ware.

On to Sunday and Jake assuming command of the spray guns,  whilst thinning the paint Dave applied undercoat to the top of the vehicle and under the doors.

With the tower built Jake began applying the undercoat.  Still grey at the moment but this isn’t to much of an issue.  Dave following Jake with a brush touching up any areas missed by the Gun.

Whilst the undercoat was being applied I continued with making the Fish & Chip train headboard for the GCR,  this has been sat at Rothley for 4 months over the lock down and was retrieved last weekend by Nick so I could progress it.  The shed door sign was also undercoated.

With the undercoat complete,  we admire the familiar site of a Grey Mineral wagon.

Eddie and Harry on site as well, having brought some boxes they had wrapped in the week, they reapplied bitumen to the inside of E280364.

With the warm weather the undercoat was dry in no time and the Gloss was then applied, of cause our usual shade of Bauxite was the top coat of choice and Dave chasing Jake with brush in hand.

With the Gloss hardening off,  we made a quick clean up of the underframe and applied a further colour for the day.  Black Bitumen,  Jake again spraying the sides whilst Dave and I followed with Brushes.

It was at this point Nick arrived from Rothley having been assisting Jamie with further welding on “the yellow coach” this completes this task,  but there is still a long way to go with this vehicle.

With the really good weather we were able to add some of the finishing details. Swan necks, Lamp Irons, brake handles and brake change over levers.

That concludes this weekends update with the rare sight of a bauxite Mineral Wagon on the GCR,  as always more next week.

First thing to deal with is the arrival of box van, B786181. Thanks are due to East Midlands Railway for their very kind donation of this vehicle from their Neville Hill depot. It touched GCR metals on Wednesday 22nd July and was shunted into the dock road for our further attention. 

On Friday Dave and Matt had got Madge set up in position for the goods display set up in the yard for interest when the the railway reopened on Saturday.

First things first, with no door on the ‘new’ van, and a very spongy floor it was decided to remove the ‘floor’ to make it obvious to any one that the floor wasn’t one.

Matt got stuck into the Mineral using a new toy to rivet the repair plates he’d prepared last week to the body. Dave, Nick, Jake and I concentrated on replacing the vacuum cylinder under the Medfit. The wagon was pushed into position and the Volvo used to remove the current cylinder from the wagon, which was replaced with one Nick and I had overhauled last week. We also built a shed which would have otherwise been burnt, and attached a sign that Matt had signwritten and stored in the GUV.

In between downpours the cylinder had the release valve fitted and was piped up to train pipe. The test set was extracted and used to leak test the installation, and then apply and release the cylinder repeatedly. The wagon was then pushed down and the brakes were applied for one final time to see how long they would hold. Eddie and Harry continued prepping this wagon for paint by removing the algae/verdigree from the wagons, and continuing to scrape the body.

Rain had stopped play on the Mineral for Matt, so we pushed that down to changed the 15″ cylinder with another one Nick and I had overhauled. The cylinder got re-hung but we weren’t able to finish connecting it up.

Onto Sunday morning, and a swift, well aimed kick at the Medfit proves the brakes are still holding which means they’ve held for more than 12 hours (they went on to hold for over 24 hours). Nick had gone to Rothley to assist Jamie with further welding on the Yellow Coach. I popped to Quorn to let Dave in and then hung around to help him finish connecting up the mineral’s cylinder. With Matt having arrived, I went to Rothley to continue my efforts wiring the Yellow Coach, assisted by Jake. I estimate there’s half a day left underneath the coach before I move inside the coach to continue in there.

Back at Quorn, Dave and Matt continued working on the mineral wagon, fibreglassing holes in the bodywork and painting the remained interior with Black bitumen. The vacuum system was also tested to prove the overhaul and the modification. Both the leak test and application test passed which means the vacuum system requires no further work.

Nick, Jake and I returned from Rothley and spent a little time on the new arrival, seeing if the buffers could be jacked out. When OLEO buffers are left compressed, they can stick it which is what had happened with all four on this van. Thankfully, with some persuasion, all four buffers extended back out. We shall monitor these for the time being to check they will work as expected. With the Vacuum test set still out we tried the brakes on the new van. Much to everyone’s surprise a vacuum of 20in Hg was achieved and the brakes applied. The cylinder applied, but the subsequent release was hampered the dry brake rigging and the cylinder itself. The brakes were persuaded to be released and the van shuffled down, with the Mineral and the Medfit put away on top. That finishes up this weekend’s work. The team will be back next week, prepping both the Mineral and Medfit for paint.

The finishing line is once again insight as we enter the final few tasks to complete both BD4304B and B507489. For me, a full day of Signwriting as I mark out and apply the lettering to my container.

Nick and Jake concentrated on preparing the securing chains and fitted the identification plate over the doors of 4304.  Jack was also on-site preparing posters for the station.

Jake also sanded and applied bitumen to the subframe of 4304.

This completes BD4304B with load, tare, capacity information, number, exam dates and branding applied

On to Sunday and first job to paint the kick plates for 4304 quickly followed by the main event. With the Loading Shovel started up and under Ross’s direction we once again brought a Container and Conflat together.

For no other reason than to equal the weather effects on the Conflats and to keep the Containers in the same oriantation they have been in since arrival, we gave them a spin on the turntable. Jack again continued with his poster sorting and we removed the now inaccurate wagon label.

We then set about the task of securing the container,  chains fitted and tightened down, although, as expected, we had to modify the chains by shortening a number of links as was done with 4303.  Whilst Nick and Ross carried out this task I began the signwriting.

As a break in the singwriting and to ensure she is still OK, I woke Madge up and Ross undertook a few tasks. Recrimping some of the electrical connections, correcting the upside-down fitted wing mirrors,  and doing some exploratory work with the door handles.

Once complete. We took the opportunity to test the Mirrors and it is 100% improved.  It is now possible to look through the mirrors down the side of a trailer without having to swing your head around the cab like a mad man.

With the signwriting all done, that sees B507489 complete, and with its load, it joins B505313 with two consecutively numbered experimental Containers together.

All that is left to do is look back about a year ago and view two proud owners and there fibreglass boxes.

Lets begin with our next projects, arriving in the week Medfit B461074 and Mineral B550356 these, of course, will be subject to our usual attention in the next coming weeks.

Jake and Nick did a little work on my Container, Jake applying the masking tape to the rubber components and Nick clearing the roof bars one final time before hopefully Sunday painting.

My aim was to complete the work on the Conflat, this involved a touch of sanding and filling of the chain boxes and final rubbing down, assisted by Jake. Thankfully the weather sort of played ball and what rain did fall was brief and dried up rapidly.

Eddie and Harry were also on-site and made a start on scraping down the mineral,  a fair amount of loose rust was removed from the wagon’s floor.

Jake and Nick’s next task was to look at B458484, it had been reported that this had suffered with a locked axel when shunted at Swithland some time ago. We manhandled it up and down the siding with it rolling freely.  Each journal, oil pad, and axel was inspected, as well as the vacuum system tested and the hand brakes exercised.  The vehicle was left with the brakes applied and when we returned the next day vacuum remained in the cylinder,  this was released and again the vehicle man handled up and down the siding.

With the Conflat work complete I applied a layer of red oxide, primarily to cover the areas of bare metal.

Finally, for Saturday and the forecasted rain keeping away, Nick and I applied a layer of undercoat. Grey undercoat this time as we are running low on the red.  This places us ahead of our plan.

On to Sunday and a Split gang.  Ross and I staying at Quorn and Jake and Nick, assisted by Jamie from C&W were up the line at Rothley.
The task at Rothley centered around ADB977107, welding continues on this vehicle as we are keen for it to return to Quorn.  Jamie giving Jake some instruction into the art of welding. The South east corner and toilet filler as well as under the first-class toilet window being the focus for today as well as some of the missing brackets for the steps under the luggage and first class doors.

Back at Quorn and finally a break in the weather.  A moment I have been waiting for for over a year painting of my fibreglass container.  The special Fibreglass/gelcoat primer first.  The is a very fast drying paint and was quickly followed up by the undercoat.

With the undercoat requiring a little longer to dry Ross and I continued painting but the more traditional method and the usual Bauxite shade, as we continue the Conflats repaint.

With the main coat done we turned to the details. Vacuum swan necks, lamp brackets and brake handles

Ross also had a further look at the VolvoThis filled up the time allowing the undercoat on the Container to dry and the application of the Crimson topcoat.

So that completes the weekend, with the “Yellow Coach” progressed, the second Container in Crimson and the second Conflat in Bauxite. All that is left is a little teaser of our 3 Containers together for the first time.

Monday I spend time on site with the GCRs H&S Co-ordinator finalising our specific Risk Assessment and ordering PPE for a safe, controlled return for the rest of the team Saturday. I also gained permission to carry out a number of tasks whilst there.

So Monday sees the completion of the Iron Ore Tippler, Axel ends painted yellow, levers and lamp irons painted white and underframe details completed. All that remains is the internal bitumen.

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Under coat was also applied to the Air Braked High for the Air Braked Network circle as well as the HMLE stickers.

Final bit of activity was to check over Madge, I gave her a run as well as trying her new trailer. All worked well.

On to Wednesday and as usual the weather had other ideas. First job I drilled out the blobs of weld which filled in the holes for the chalkboard brackets and assisted by my wife Michelle we fitted four brackets, this allowed me to measure up for the new boards which I cut and primed.

With the weather continuing to be disruptive I sign wrote the sole bar details, 280364:

281882:

Thursday and a little better weather and more signwriting. This time the main lettering on 280364 as well as painting the ABN circle yellow.

The main lettering was also applied to 281882.

The chalkboards for 280364 were also undercoated and as the sun came out a quick look over the 3 almost completed wagons, still a few finishing touches remain.

Friday afternoon I popped in and applied the ABN initials to the Air Braked Network circle on 280364 and painted areas of the data panel in preparation for dates to be applied.

Top coat was applied to the BR style chalkboards and I also manufactured and primed a pair of LNER chalkboards.

With a phased return of personnel, Nick joined me Saturday spending his time tidying a number of areas as well as assisting me fit the completed chalkboards to 280364.

Paint was applied to the nut heads and I moved on to manufacturing LNER style chalkboard brackets.

With a break in the weather I applied details to 280364s data panel and drilled holes for 281882s chalkboard brackets, these would originally have been welded but this is a facility we do not have due to power constraints. Red Oxide and Gloss was applied to the freshly drilled holes.

With the holes drilled I applied Red Oxide and Gloss to the brackets and undercoat to the chalkboards.

The phased return continued Sunday with Ross and Jake on site, the rest of the gang will be contacted this coming week about the way forward.

My first job was to apply the top coat to the chalkboards and brackets, followed by painting the adjustment indicators and brake pin on 280364, as pers 1970s spec.

This completes 280364, having applied a 1970s livery she will not be joining the mixed freight rake but retained with the Test Car as a test vehicle for demonstrations and Test Car open days.

Nick and Jake made repairs to the roof of 783082, this had been observed to be moving during a photocharter. The nuts holding the edge of the roof had worked loose as well as the lath on the edge having rotted, this was replaced, the roof edge bolted down and any rips in the sealed. The rest of the roof was given a look over to ensure secure.

Ross replaced the compressor motor on the test car which has seized before the lockdown.

Once complete Ross fired up the test car and tested the compressor, charging the main reservoir and operating parts of the air system.

With the chalkboards now dry and Ross inside the wagon they were fitted to 281882 and another coat of paint applied for good measure.

This was followed by my final task of applying branding to 281882. When I started working with Nick I asked if I could apply something to one of his vehicles appropriate to myself. He agreed and 281882 was chosen to be the one a number of years ago, this had been used for transporting bottled gas in its former BR life. Living close to Lincoln the nearest rail connected yard to my home would have been the Gasworks in Bracebridge. It was on the Lincoln to Grantham line which was closed in 1965 but the line to the works was retained until it and the Gasworks was closed in 1970 with the discovery of North Sea Gas.

That also sees 281882 complete and once the final touches are completed to the internal faces of the Tippler arrangements will be made with the GCR for our next projects.

Having been with us for over a year and being pushed back due to other vehicles it is good to finaly complete these three.

The most asked question received in our inbox relates to the specific colour of our vehicles, BR was very good at cataloging items within their own numbering system so looking through any BR documentation of the period you will be quoted a BR catalogue code.  This is all fair and well until you try and order paint from a modern-day merchant.

So what we have to do is go back to the British Transport Commission and their specifications, specifically B.T.C. Spec. 32A. Dated 1955
This states the following:

Freight stock Red for the external body on fitted & piped vehicles	BS 381C 446 Red Oxide
Freight stock Grey for unfitted vehicles	BS 381C 693 Aircraft Grey
Freight stock Red for Brakevan Interiors below 3′ 6″	BS 381C 446 Red Oxide
Stone Colour for Brakevan Interiors above 3′ 6″	BS 381C 361 Light Stone

As easy as that……………….well no not all modern-day merchants will be able to mix paint from the old British Standard 381C. Luckily there are a number of ways of converting to an alternative modern standard. Although we have taken some artisitic license and have 2 options for bauxite. So our modern Spec. 32A is as follows:

Freight stock Red for the external body on fitted & piped vehicles	RAL 3009 Oxide Red
Freight stock Grey for unfitted vehicles	BS 5252 18 B 23 Grey
Freight stock Red for Brakevan Interiors below 3′ 6″	RAL 3009 Oxide Red
Stone Colour for Brakevan Interiors above 3′ 6″	BS2660 BS 3-043 Light Stone

RAL 3011 Brown Red is another alternative to “BR Bauxite”
Most of our paint is applied by spray in a 3 step process.
Prime, Undercoat, and Gloss with the primer depending on the material being painted.  We have used 4 types to date, Wood, Metal, Galvanised Steel and Fibreglass.
Undercoat matches the Gloss coat so again a fair few varieties mostly dark reds or greys.

For our brakevan interiors we have chosen a different cream being the external Deep Cream as applied to coaching stock which matches an original panel we found within S56010 this being BS381C 353 Deep Cream (Left) or to give the equivalent we used from the Dulux range 27YY 68/470 Golden Bark 6 (right), specification is for the demarcation to be 3′ 6″ high, we applied this to the nearest feature if any at this height,  so for BR Standard vans this is the lower window sill height, the Midland was the seat back for the bench side and for the Southern this was below the lower window framing.

Going back to specifications again.  Lettering on all vehicles was white, with variations appearing as part of the 1964 spec.  Grey vehicles had there lettering applied to black areas. This was not a requirement for Bauxite stock however black patches were applied when details or markings were changed,  either return to location modified, tare weight altered after a modification, like a change of vehicle bearings as an example or when removed from revenue earning to departmental or internal use .

Our only departure from standard practice is the application of bitumastic paint to solebar and below, this is to protect the underframes as they take a fair amount of abuse from wet track and brake dust and can be touched up very easily without having to prime and undercoat.

Other colours such as White, Black and Red are simply off the shelf with the lettering I apply being Signwriters “1shot” white.

One colour thats has gone down like Marmite is the Ice Blue applied to our fishvan, this colour came about, in 1964, as a result of the British Trawlers Federations fears that the public preceived these visabilly dirty white vans as being the same internally.  The majority of vans only recieved blue marking panels although a percentage did recieve the all over colour and E87674 was one of these.  The spec being BS381C 112 Artic Blue (Left) with a modern alternative being BS2660 BS 7-084 Feista Blue (Right)

Last colour to speak of is yellow.  This is were it gets interesting BR spec was BS381C 356 Golden Yellow (Left) with our modern equivalent being BS2660 0-003 Golden Yellow (Right).  This is used for warning ends, roller bearing caps and yellow markings post 1964 but the interesting bit was during the change from half to full yellow ends on diesels the actual colour was whatever yellow you could get from the nearest hardware shop. Having spoken to an ex BR Fitter he told me that once steam had ended and the instruction went out to paint full yellows there was not enough Warning Panel Yellow in the BR Stores the instruction went out to get any yellow you can.

This final statement above realy covers all the paints discussed  in this feature as well as any railway applied paint.  There were so many BR works and the paints were hand mixed the variations would have been massive.  So the above is all to Specification as mixed by a modern computer that can re create this time after time, back in the 50s and 60s colours would vary even within the same works depending on who was mixing it.

Our choice is to do them all the same and alow the weather to make the variations, however others do chose to mix that variation in at the initial painting stage. There is no wrong way or right way its down to individuals and how they wish to present there own fleets.  The key is not to get bogged down in precisely what the colour should be just as long as its close/similiar or simply evokes a memory or feeling. Above is what we do and once complete in a rake, although not prototypical for a fully restored rake to run together it does look good, and we are proud. 

Finally it is hoped that this is the last of our Covid-19 features, I have a meeting and site visit with the GCR to finalise Covid precautions, this has also included permission for myself to undertake restoration work from Wednesday with the aim of a reduced gang authorised to return from next Saturday. This is still of cause under finalisation of precautions and fingers are very much crossed.