There is a lot to report already this month, so we’ll split the output into two-parts, once again.  In this post we catch up with some of the engineering work that has been taking place in the machine shop in recent weeks, largely on Gateshead 10 but also on a variety of other jobs too.  The pile of completed components ready for assembly onto Gateshead 10 grows steadily larger, though there is still a lengthy list of work to carry out.  One job that will shortly be undertaken is to have the side windows coated in a plastic material as fitted to shop windows to give them resilience against explosive force.  Once completed it will enable the internal advertising glass to be re-fitted, and ticks off another job on the list as we prepare this tram for many decades of further use at Beamish.

Engineering

Below: It’s been a while since we saw swarf on the blog – so here is one of the larger jobs being undertaken at the moment, namely the manufacture of steel spring pockets for Gateshead 10, to replace the cast iron, and fatigued, originals.  Starting with slices from a steel blank, the process has entailed a lot of machining work to remove material and create the pocket.  Much of this has been carried out by our engineering apprentice Sam.

Below: With much of the ‘weight’ removed, the centre spigot is drilled for its centre, prior to that being drilled/bored/threaded, to final specification.

Below: The pocket with the thread crated and outside profile machined.  There are four of these for Gateshead 10, and this work represents a considerable amount of turning time for Sam.

Below: The next sequence of views shows the machined blanks being turned into the spring pocket components. Yet more metal is removed to provide the appropriate shape and clearance on the underside of these pockets, into which the spring buckle of the leaf spring locates and onto the rear of which a projecting piece will be welded that provides the anchor point for the control links, that keep the pocket (and associated springing) in place vertically and transversely, when the tram is in motion.  Readers may recall this being described in an earlier post, being a modification that Brill (the bogie manufacturer) themselves introduced into the design.

Below:

Below: With machining completed, including the rebate on the outside radius to accommodate the rectangular blocks that the control links will eventually locate onto, the parts have been moved across the to the fabrication workshop for welding, after which they will move again, this time for painting.

Below: Gateshead 10’s trolleyhead has also received a new pin and bush, so that this can be refitted.

Below: This is one of 10’s air brake valves, which is seen in the milling machine so that it could be given a ‘true’ face for referencing in the next part of the process of its overhaul.

Below: With the reference face completed, the valve was then set up on the horizontal grinder, to true up and make sure the two valve ports seen at the top here, were parallel to the face that was on the bedplate of the machine.

Below: With the two pipe seats now face down on the magnetic bedplate, and a clamping block stabilising the valve using the previously referenced fixing point, the valve face was then ground.  This gives a much more accurate finish than by milling or turning alone.

Below: The corresponding mating face, to the valve body, has also been cleaned up.  The three views show each adjustment of the grinding wheel, the first two showing the hollowing, and the last one showing the final result after a couple of passes.

The handbrake components for 10 have now entered the machine shop for refurbishment prior to painting and installation back on the tram.

Below: The next three views show pulleys for use in the Town Garage (as part of the project to enable the line shafting to operate for demonstration purposes) having keyways cut using the slotting machine.  This project continues as and when time is available to progress it, but it is still very much on the ‘to do’ list and will result in the ability to animate the exhibit, once work is complete.

Below: Two views of one of the pottery wheels at Pockerley being re-bushed.  This was bored to size and then notched to give clearance for a grub screw, before being pressed into place.

Below: We have been in discussions with our colleagues at the National Tramway Museum at Crich about the subject of tramcar tyre profiles and the measurement of wear and creation of acceptable tolerances (and a means of measuring these) for a number of years now.  Many tramway systems, whilst nominally working to a British Standard, had their own principles, and even with the heritage sector, the various tramways use a different standard profile (as well as various sections of rail – largely based on what was available when the tramways were being created/laid).

Chris has been working on various gauges, as well as tabular calculations, to enable those inspecting the trams to both read off the level of wear, but also determine the limit of wear and whether or not there is sufficient material left on a tramcar tyre to allow them to be reprofiled.  During July he met with Andy Bailey, from the NTM, to discuss Andy’s own pursuits in the same direction, and compare notes.  The hope is to come up with an aligned set of standards/instruments (although calibrated differently due to the different ‘standard’ profiles each of us use) and then embed these within our respective Tramcar Maintenance and Inspection Policies (TMIP).  Andy and Chris both work in the realms of computer design that leaves me rather in awe of what is produced, and as this photo shows, the various prototype gauges they have created show the physical manifestation of what has been a very large amount of work.

Below: The National Tramway Museum has also transferred this NCT Trolleybus sign to the Beamish.  As can be seen, it is fairly comprehensive – but which stop was it from… Answers on a postcard (or in the comments below) as we’d love to pin down the precise location of this one.

Tramway

Below:  With the varnish on Sunderland 16 barely dry, it took part in a filming assignment over the period of a week at the beginning of the month.  Along with Sheffield 264, it was given a new corporate identity, wearing the fictional lettering of the Armley Corporation Tramways.  The film has a connection with Leeds, and I came to understand that these fictional identities are often used to alleviate potential copyright/reproduction rights (of crests or adverts, for example) infringements.  Unfortunately, the wonder-material that this lettering was applied to removed some of the old varnish on Sunderland 16, so the lettered panels, which I was trying to avoid repainting, will require repair if not completely repainting!  Filmwork is an increasingly important part of our revenue stream, as well as showcasing our collections to new audiences – and who doesn’t enjoy spotting Beamish in film and TV?!

Below: As has been reported in a separate post, KPT 909 is entering service this month.  Ben Wilson (PCV Technician) has very much taken the bus under his wing, and alongside the other work carried out on it to make it so smart and presentable, will no doubt be very pleased to see it re-enter passenger service for the first time since 1969, and not so many miles from its original stamping ground.

Railways

Below: In an earlier post I mentioned the whistle-stop visit that the Cockerill steam tram ‘Lucie’ was making to Beamish, in order to take part in the Colliers Life event, and one further running weekend.  Here are a few photos of the event weekend, with Coffee Pot keeping the locomotive company.  It was too tall to pass under the screens, so Coffee Pot was required to enable the train to be drawn at all times (rather than propelled 50% of the time, which is less than idea with chaldrons and larger locomotives than No.1 or No.18).  Lucie is owned by Paul Middleton (aka Piglet) and he accompanied the locomotive during the event.

Narrow Gauge Railway

Below: The turnout for the revised layout in the top yard has now been installed, with a generous ballast bed to encourage drainage beneath the formation. This was the last of our unused ex-Eastriggs stock of pointwork.  If anyone has any they purchased, but no longer need, I’d be very pleased to hear from you as we would like to obtain more if possible…

Below: To improve the performance of some of the existing narrow gauge turnouts, steel sleepers are being inserted under the blades to support these and also provide accurate location of point levers.  This work will continue through the summer holidays.

There was a further chance to see Lucie at work on the weekend of the 12/13, before it returned to its home base at the North Yorkshire Moors Railway.  This was an unexpected visit really, but one which proved to be very enjoyable.  The locomotive returned to the NYMR on the 16/07/25.

Photos in this post by: Phil Doran, Paul Jarman, Phil Smith and Sam Telfer