This second instalment of April’s Workshop Diary contains some new threads, covering development work associated with Oporto 196, further signage developments and progress reports on Gateshead 10 and Weardale 909.  There is also some exciting news to note, at the end of this post…

Oporto 196

This tram has had a lot of attention to its mechanical components over the last 12 months, the current work being focussed on the handbrake mechanism, which contains sets of gears in order to convert the action of the handwheel (which is mounted at right angles to the stand) into the vertical rotation needed for the handbrake column.  Wear in the teeth has now reached a point where replacement is considered the most effective remedy to cure the ‘chatter’ in these components.  Metric gears have been found, available off-the-shelf, and so to adapt the transfer case and related components to incorporate metric dimensions, Chris has been busy modelling the components and developing the engineering change proposal.  It is worth noting here that we could have imperial gears cut, but this would be considerably more expensive than the off-the-shelf option we have available to us.

Below: This is a spare assembly (to save removal of one from 196) which has been used to generate the CAD work and develop the change control process.

Below:  In Chris’ words: The first shows the method of producing extruded profiles on all three axes, then forming the ‘Boolean intersection’ of all three solids. This produces a single solid, which only lacks hidden features such as internal pockets / counterbores etc.  It’s a really fast way for modelling fairly complex parts.

Below: The other pictures show the gradual assembly of the metric bevel gears (which we now know exactly how to machine for proper mesh), the modified pinion shaft, and the ratcheting mechanism in the handwheel. The shaft is slightly larger than the original to allow machining of the casing bosses to true up worn bores.

We can use the model and associated drawings to record the engineering change, and standardise the repair / modification on all instances of this assembly (65, 196 and 730)

Oporto 196 requires quite a lot of work on it in the not too distant future, with the truck hornways in particular needing attention and the body panelling (and possibly frame) similarly requiring extended workshop time.  The likely order of trams through the workshop after Gateshead 10 is Sheffield 264 (re-tyring and some bodywork attention), Sunderland 16 (re-tyring) and then 196.  114 is already considered to be ‘in the workshop’ with re-entry into service expected in 2026, and Lisbon 730 will be completed once the components ordered from Canada arrive (these are for the low-voltage electrical system) and the commissioning process is completed.  Whilst it remains the plan to repaint it in due course, it will run in Lisbon colours initially, as there isn’t a window or resource to repaint it in the short-term.

Road Signs

Below: In an earlier post I mentioned the installation of some cast signage to enhance the Tramway route and improve upon the ‘modern’ signage that had been installed (out of necessity) along the route.  The scheme continues – with the erosion of a large pile of new castings that were obtained last year for various jobs on site.  These include the ‘No Parking Buses Turning’ signs that have been installed in the Colliery Yard and at Foulbridge, plus those illustrated here – with High Street finally having signs on the sign posts that have long been a feature of the street landscape – their purpose often not widely understood.  Chris installed these in time for Easter, and the means of fitting them is shown here – against the walls they are quite hard to access (deliberately so!).

Below:   Two signs in situ – a third will be installed in the brick wall at Redman Park in due course.  These are replicas made using original patterns, held by Leander Architectural, and which have been manufactured to a very high standard.

Weardale Motor Service KPT 909

Below: Whilst paint and varnish have been drying elsewhere, work on the partial repaint of 909 has begun, centred on the top deck (for which it has been positioned inside the scaffolding structure).  The main focus is on repainting the discoloured white areas, and the top deck decency panels (to remove the adverts).

Below: This view clearly shows the discolouration caused by later application of varnish over the white base colour.  As it is also breaking away from the aluminium skin, this is being rubbed down and etch-primed.  Note the absence of the emergency window – see April Part 1 for more on this.

Below: Removal of the adverts from the decency panels…  The darker crimson colour is going to be retained as far as possible, similarly the lower deck side panels – to retain something of the rather appealing finish that this bus has weathered into over the decades.

Below: The remedial work on the SMS Leyland has been completed, and the front roof dome repainted, as shown here.

Gateshead 10

Below: Various bogie components are continuing to be overhauled or replaced.  This pull-off spring pocket for the track brakes has been replaced (see second photo), as one example of this.

Below: Completed hanger spring pockets ready for painting and assembly.

Below: New hangers for the brake rodding have also been manufactured.

Below: One of the brake sway bars, after re-bushing and the addition of grease nipples to assist in preventing wear in the future.

Below: Drilling for additional grease nipples.  The aim is to minimise wear as much as possible, and also make lubrication more specific and targetted – in the past it has been somewhat liberal and resulted in the trams becoming quite dirty underneath the bodies.  This then makes full inspection harder as it all has to be cleaned off.

Below: More drilling for bushing and lubrication.

Below: With the motors removed again, the brake gear is being assembled.  The components shown above can be seen in this view, as the assembly is put together.

Rowley Station

Below: This is the manifold that will be fitted to the underside of the water tower.  It enables a delivery pipe to reach the centreline of the track (for saddle tanks) and the tower between the two tracks (side tanks and ashpan hose plus sytem drain pipe at the lowest point).  A third pipe may well be included for structural purposes.  The valves themselves will be modified to allow safe operation from the platform beneath the tank.

Below: Scaffolding erected in order to facilitate the installation of the new valves and pipework.  This is due to be completed early next week, in time for Sir Berkeley’s arrival at Rowley.

And finally…

Progress on two projects off-site.  Dunrobin’s boiler has had its first hydraulic test, to make an initial check for leaks etc.  A new dome cover has been ordered and once this is fitted, that more or less completes the extensive boiler overhaul.  More on this project in a separate post soon…

Meanwhile, Coffee Pot No.1 has also been tested at John Fowler’s works, and will shortly move back to Beamish for commissioning ahead of the Festival of Transport in May, when it is scheduled to be in steam for two days out of the nine.

Photos in this post by Chris Armstrong, Duncan Ballard, Phil Doran, Paul Jarman, Alex Sharphouse and Phil Smith