Rotted vacuum pipe.


Our maroon RMB 1876. This was taken very shortly after we finished it last year. Very shortly the maroon rake will be operational with all coaches looking like this. (Richard Johnson)

In an effort to increase our output, and expand the amount of work being undertaken an extra weekly working day has been introduced. From now onwards, in addition to having regular working days on Wednesday and Saturday, there will also be a regular Thursday working group. This will be a big help as not only should productivity increase, but it will make better use of our often overcrowded facilities.

We are reaching the end of the long restoration road with the Maroon TSO (Tourist Second Open) 5042. Looking back through these reports, I see that we have been working on it for over a year. Just to remind you that when it arrived, it was missing four exterior doors, most of its windows and the inside was a total mess. Externally, it is now finished; mechanically it has been overhauled and internally there are just about a dozen tables to be fitted.

We found something of a problem when we came to test the vacuum brake. We could not create vacuum, and closer examination showed that the entire pipe underneath the toilet and vestibule had completely rotted away. Hopefully the attached photo gives an idea of what we found. This was no doubt due to a longstanding leak from one of the toilets. The entire section of pipe had to be removed from under the floor, and new sections bent, threaded and fitted in place. All now works fine.

In our workshop at the moment is the maroon FK (Corridor First) 13326. This was first refurbished about six years ago and is having a full body refurbishment. Once again, we have found that all was not as expected, as first impressions were that the body was in pretty good shape. On closer examination, two substantial under window body sections were found to be badly rotted and have had to be cut out for new steel plate to be inserted. Work continues and when this coach is complete, we shall have a fully refurbished rake of maroon coaches to go back in use.

Efforts have been made over the last few weeks to repair and repaint the LSWR four plank wagon which has been in the bay platform behind platform 2 at Winchcombe for several years. The whole floor was found to be completely rotten, and has had to be replaced. Although we have had nothing official, rumour has it that when complete, this wagon will go on display in the goods shed at Broadway.

To enable 5042 to be finished off under cover, we had to move the RBr (Restaurant Buffet) 1672 outside for a few weeks. Nevertheless, there has been a very considerable amount of work undertaken inside it. New flooring has been laid throughout the kitchen by the same contractors who fitted flooring in 5042. Also, the water system has been taken to pieces, repaired and overhauled and is now complete. We now need to turn our attention to the gas system, which whilst complete needs a full overhaul. The RBr is due to be next in our workshop for completion, once the FK is finished.

A new and different job arose recently when we were asked to sort out the buffers on the south end of the Shark ballast plough. This vehicle is in constant use by P/Way, and it was found that the buffers were drooping. Between the buffers and the steel solebar is a large block of hardwood. Over the fifty or more years since the Shark was first built, the wood has rotted, and the buffers had worked loose. We unbolted the buffers and removed them; new hardwood blocks were made; new large bolts were obtained and both buffers were refitted. How easy that sounds when it is all put down in one sentence. Just imagine how heavy each buffer is, and what is involved in lifting them off, and putting them back again. Not a job for the weak and faint hearted. Whilst the Shark is with us, the opportunity has been taken to freshen up the paintwork which was beginning to look a bit shabby.

Several of our dogfish ballast wagons were decorated by local graffiti artists whilst they were stored at Cheltenham, so they have been sprayed black to remove the worst of the graffiti. They have played a starring role in the gala.

One aspect of the maintenance of our coaches which causes probably more trouble and angst than anything, are the continuing steam leaks. The system itself is quite simple. A two inch steel pipe carries steam under pressure under the coach, and from it various pipes feed the internal radiators. The pipes criss cross through the underframe and across the top of the bogies. The steel pipework is fifty years old, and has spent all its life being filled with hot water or hot steam. In places it vibrates against the frames. It is not surprising therefore that leaks occur.

Generally speaking of course, leaks always occur in the most inaccessible places. That well known law applies. Also, most leaks are almost impossible to detect unless the system is actually pressurised with scalding steam. Once the steam is turned off how do you detect a leaking joint in the dark underside of the coach, through masses of old wet lagging?

Further, once you have actually detected the leak, how do you repair it? The obvious answer is to remove the failed section of pipe, and insert a new piece. All well and good except that unscrewing a fifty year old rusted section which you cannot reach anyway is not the easiest job. A new section has to be cut to size, bent (exactly!!) to shape, threaded and often joints for feed pipes have to be welded in place before it is refitted.

Then, how do you know that the repair is steam tight? We do not have a stationary test boiler; we cannot get a loco into our yard - if one was available - because the yard is so overcrowded, and the steam heat van we bought last year is still being refurbished and does not yet work. So, the section is repaired, the coach is put back in the rake untested, only to find that the repair has not worked properly and has to be done again.

We have tried all different ways of repairing leaks. The steam is under pressure so any repair has to be able to withstand up to 80 p.s.i. The great majority of continuing leaks have been repaired, but others keep occurring. Take TSO 4763 for example. When we finished the coach last year, the steam pipe on the north end was repaired, and the system was checked and there was no leak. A fortnight after the coach went into use a large leak occurred at the south end but by then the coach was in the rake and continually in use for Santa trains and other services. We had no chance of getting it out of use for repairs, so there was no choice but to run it with the leak. It will be taken out of use this year for the leak to be repaired.

I hope that that gives you a flavour of how difficult and frustrating it can be trying to keep the coaches steam tight, and answers those who stand on the platforms and say "why don't they repair the leaks?"

Finally, I have attached a photo of our maroon RMB 1876. This was taken very shortly after we finished it last year. Very shortly the maroon rake will be operational with all coaches looking like this.