Carriage & Wagon Report, January 2006
by Richard Johnson, 2nd February 2006

It was on 31st December 2005, that we handed the refurbished P/Way mess coach back. As was previously mentioned, this is a former GWR Hawksworth Brake Third W2232W. The P/Way Department seems very pleased with it, and as a ‘thank you’ presented us with a card and some goodies to spice up our tea breaks. They were very well received, and much appreciated.

The picture which accompanies this report shows how the finished coach looks now. I have also included a picture of the Barry Railway Iron Mink 1388 which was finished at the same time, and is now doing service as a stores van.

I mentioned last time that work had started on a BR Standard Brake van. No. B954962. Research showed that it was originally one of a limited number, which during the course of construction were converted to be both air and vacuum braked (not fitted). In other words, it has through air and vacuum pipes, with a guard’s emergency brake ‘setter’, but without vacuum or air cylinders to work the brakes on the van. (A rather curious arrangement – the guard can brake the train, but not his own van!)

To identify it as such, when built it had large vertical sections of yellow panelling on the body sides, and we intend to reinstate it in this fashion. It should look quite striking. Unfortunately, much of the original matchboard planking is rotten, and when this was removed it revealed quite a lot of rot to the wooden frame. One veranda has had to be virtually removed and scrapped. No doubt our carpenters will enjoy themselves.

After the Hawksworth coach left the shed, we replaced it for a couple of weeks with the carmine & cream FK (Corridor First) 13329. This coach has been under refurbishment for about a year. The work is drawing to an end, but we are having to work around it to do other more important jobs. In the two weeks that it was back in the shed, a good deal more was done inside, and all compartments are nearly finished. The electrical work has now been completed, and all lights work properly. All compartments are fitted with fluorescent lights, and we have decided to replace all existing fluorescent tubes with new ones.

We had to replace it in mid January with the Kitchen Car W 4331 from Elegant Excursions. This is a former TSO (Tourist Open Second) which was converted into a kitchen some years ago. It was in a very shabby condition, having last been refurbished in 1995. We have until the end of February to finish this, as it is booked for the dining train for the new season. We are giving it a thorough repaint externally, and replacing the vacuum cylinders with freshly overhauled ones. The axle boxes are also being overhauled and will be fitted with new oil pads. If we have time, we will lift it off its bogies, to check and lubricate it underneath. Contractors are totally refitting the inside; including a new gas range as the old one was condemned.

Also in the shed, replacing the Barry Iron Mink is a standard diagram 1/208 BR box van upon which preliminary refurbishment work has begun. This was built with plywood body sides, and doors. The doors are in a very bad state, and will have to be replaced. It is fully fitted with a vacuum cylinder, so once overhaul and refurbishment is complete, it will be able to be operated on the railway.

But, this is January and February and traditionally now it is the time of year when the railway shuts for two months, to give all departments a chance to carry out essential maintenance for the coming year. Since the end of services on New Years day, all coaches have been at Winchcombe. Already, most of them have had their brakes adjusted by Clive Thomas, John Appleton and Dave Brown; and some have been given replacement brake blocks. The mechanical linkages and springs are being oiled up by Derek Rowlands and John Mead, and at the same time they are checking and topping up all batteries.

Internally, John Randall, Colin Minchin and Paul Murran are working their way through repairs to the upholstery in all the coaches. We have taken the opportunity to get a number of split and torn seats reupholstered by contractors, using the new moquette mentioned last time. For two weekends we are going to be joined by a group of guards and TTi’s who will give all coaches a thorough internal and external clean.

Finally, during the coming month, all service coaches will be given a thorough annual mechanical examination, before being allowed back into use.

This annual two month shutdown is vital, if we are to keep on top of essential repairs and maintenance. I know that other departments feel the same. It seems hard to believe that when it was first mooted a few years ago, several people argued against it. Nowadays, we could not do without it.