Working Party 03/11/2018

Working Party 03/11/2018

Here is the working party report from 03/11/2018

Attendees: 8 (including Mark Bott & Graham Gould for the first time)
Team Leader: John Attridge

  1. The outer frames of the tender were cleaned ready for painting.
  2. Weather proofing of the support coach roof was completed which included finishing the roof painting, fibre glassing and replacing the fixings for the roof end panels and sealing joints.
  3. The boards that will provide weather protection to the openings at either end of the coach were sealed and primed.
  4. Mark Bott produced a report on the coach (attached).

Next working day: 17th November, team leader Dave Oliver.


Coach report

Mk2 BFK 17041 99141

This vehicle as an early production example of the British Railways standard Mk2 coach. Built in 1966 and originally numbered 14071. It may have been renumbered to distinguish it as a vacuum braked example. I had previously worked on this vehicle while it was based at Didcot, probably in the 1990’s. At this time it still had vacuum brakes. But it has since been converted to air brakes.

This vehicle conforms to the normal way of numbering bogies, axles and wheels. Number one end of the vehicle is the luggage van end. Number one wheel is therefore the outer wheel in that bogie on the corridor side, opposite number 8 wheel. Number 4 wheel is the outer wheel at the toilet end on the same side, with Number 5 wheel opposite.



Initial examination carried out where the vehicle is currently stabled next to the turntable at Tyseley locomotive works. Painted dates indicate. Buckeye exam due 03/13. Lift due 4/14. Air Brake Overhaul [ABO] due 03/15. The main reservoir air receiver has a date of 04/14, as this is the same as the lift date. I would think this was the date they were due retesting. There is also an overhaul date of C3 04/04 TLW.

The underside of the vehicle appears to be in a generally fair condition. All of the brake rigging is present, But I would recommend that the area around the clevis pins is cleaned off. So that the condition of the pins and bushes can be checked. If no remedial action is required the brake rigging will need to be relubricated. The condition of the area where the tyres is secured to the wheels was examined. All tyres and Gibson rings appear to be secure, with no signs of the tyres having shifted in the past. Buffing and drawgear fixing appear secure and correctly fitted. There is some corrosion where the toilet waste pipe comes through the floor. This may indicate that the toilet has been leaking in the past. The bogie lateral dampers appear to be in good condition with no signs of leaking.

At Number one end. The drawhook is leaning over slightly. This may indicate wear in the drawbar assembly. The remedial action would be to loosen the drawbar, reposition the drawhook, and then retighten.

At number 2 end the only defect seen so far is. The high level electrical connection fitting is damaged and requires repair or replacement. I cannot remember what this connection is for, so may be redundant.

On the corridor side. The number 2 bogie secondary damper has been leaking.

All wheels require tyre turning as there are witness marks where the flange transition to the tread takes place. Visually the tyres look to be thick enough to take the turn. But require measuring. All brake blocks are fitted and in good condition, but may require changing if tyre turning is undertaken. The axles would also require an Ultrasonic Axle Test after tyre turning due to the wheels having tyres rather than being of the monablock design

The bodywork issues have already been identified and remedial action is in progress.

Recommended next steps

Buckeye couplers to be gauged and tested to assess condition. Buffers to be tested and examined. Electric train Supply jumpers to be examined and interlock continuity to be tested, if there is a chance the vehicle will be formed into a train with working electric heating. Vehicle electrical equipment to be examined.

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