Carriage & Wagon Report, October 2006
by Richard Johnson, 1st October 2006

My previous report mentioned that the Carmine & Cream set was at Winchcombe for a couple of weeks for various things to be attended to; not least the replacement of the BG 81039 with the SO (Open Second) 4790. We were also able to adjust all the brakes, and the dynamo belts, as necessary.

Once that set was sorted out, arrangements were made for the maroon set to be withdrawn for overhaul and refurbishment, and that duly happened in mid-September after the Diesel gala.  We immediately released the BSK (Brake Corridor Second) 35308 and the SK (Corridor Second) 25743 from the rake and took them inside for work to start.  25743 went into the shed for a thorough external ‘makeover’, and internal heavy clean. The only thing wrong with it internally is that a few of the Formica body panels in the corridor have warped, and they will be removed and straightened.

The source of the damp which caused the panels to warp has been traced to loose external window frames, where the rivets which hold them to the body have broken down. That will be attended to. Work on this coach is now well under way, with the roof being stripped, and the body sides having attention prior to repainting. Generally speaking it is in remarkably good condition after six years of constant intensive use.

35308 was taken into our shed extension and parked ready for lifting on the jacks. This coach is going to need rather more work that the SK. For a start some of the bodyside doors at the luggage end need serious attention, and internally it has never had the full refurbishment treatment. When we acquired the coach in the late 1980’s it was just cleaned out, painted externally and put into service. Apart from a repaint in 1999 it has run in that condition ever since. It must have covered thousands of miles in GWR service during the last seventeen years.

Now it is being stripped internally; all compartments will have the woodwork rubbed down and revarnished, and the seats are going away to be reupholstered. The disabled area, which was built in 1990, is going to be revamped so that it is lighter, has proper flooring, and internal sliding doors to make it rather more ‘user friendly’ and private than it was. We should not forget that the incorporation of a disabled area on every service train was a bit of an innovation when we started operations in the late 1980’s. Now of course, much more thought needs to be given to such matters so that all our disabled customers can travel in the same comfort as does everyone else.

The BSK is on the jacks, so that it can be lifted to rectify distorted brake shafts. I mentioned this problem in an earlier report, about another BSK. The brake shaft is fitted horizontally between the brake blocks on each bogie, so there are eight on each coach. Diagonal bracing runs from each outer end of the shaft, and joins in the centre to form what is in effect a triangle. All the brake force is exerted on the fulcrum of this triangle, and over time the brake shaft distorts, and that means that the brake blocks do not pull squarely on the wheels.

The solution is to remove each shaft, straighten it, and weld a tie rod vertically from the fulcrum to the shaft, to hold it straight. I hope that that description is clear. I have attached a photo (right) of a brake shaft which has been repaired previously. You will see that a central tie rod has been welded in place.

With the SK coming into the shed, it has meant that the TSO 4763 has gone outside again. You may wonder why we have done so before it is finished. The reason is that all of the six external doors need to be replaced as they are in such a bad state. Work is well under way on fabricating the new doors, but it will be a few months before they are ready. The final painting cannot be done until then, as there is a danger that the colours may not match. So the coach will stand outside, having the majority of the outstanding internal work done to it, ready for the new doors to be fitted when they are complete. I also attach a photo of that coach, showing it awaiting further attention (see below).

Hopefully, we shall be able to finish that coach and put it into use at the beginning of next season, as that will fully complete the carmine & cream set, and allow the chocolate & cream SK 25451 which is currently running with it to be withdrawn for overhaul.

With the last report was a picture of another TSO, 5042 which we have just acquired. Alongside all the work being done on the maroon rake, the plan is also to refurbish 5042 into maroon, and replace the CK (Corridor Composite) 16195. The TSO will give us more seats and be more useful on a day-to-day basis than the CK.  That will then give us both a TSO (Tourist Second Open) with 64 seats and tables, and an SO (Second Open) with 48 seats and tables in each of the three rakes.

The GWR Tool & Mess Van, which for some years has acted as a stores vehicle for the Santa coach, has been replaced with the Fruit C van 2806. We have taken possession of the mess van, and our carpenters have converted it internally with racking to store all our rolls of moquette. Not only does this release space in the re-upholstery coach where all the work is carried out, but it also means that for the first time all our rolls of moquette are readily and easily available for use as required. Up to now, they have been stored upright on wooden pallets and have been very difficult and heavy to handle.

The other item of interest is that the 1928 GWR Toolvan No.4, which was pictured in the last report, is now complete and ready for use. This vehicle has four large roof skylights, and all have had to be replaced, whilst the roof was recovered. In addition to the thorough paint job, we have also overhauled it mechanically. It came without any vacuum hoses or dummies, so new ones have been fitted and the brakes were lubricated and adjusted. We tested the vacuum brake system and found that it worked perfectly.

This van was going to be used by us as a stores vehicle, but the owner has now decided that he wants it to work with his steam crane which is under repair at Toddington. I understand that this crane is going to be used in the reorganisation of the track layout, and the replacement of points at the north end of Toddington station this winter, as the location (between road overbridge and viaduct) means that it is not possible to bring in a road crane. It will be good to see the Toolvan earning its keep again in the manner intended when it was first built.

Finally, many thanks to those of you who have been kind enough to contact me and comment favourably on these reports. I am pleased to know that they are appreciated.