I’m catching up with posts and news, after taking some leave in August and being away for work too.  So after the post dedicated to Dunrobin, here is some more news from the transport/engineering workshops…

Lisbon 730

Below: We start with two views of some of the new brake components being manufactured for Lisbon 730.  During the commissioning process, some components didn’t seem to fit too happily together in the manner we would expect, and whilst it was certainly workable, the decision was taken to restore the original arrangement as well as renew any worn components.

Recent experience with Oporto 196 suggested we’d fine areas of wear that were less visible, and this proved to be the case, and so the components have either been extensively overhauled, or completely renewed.  One area in particular that was found to need attention was the interaction of the air brake piston with the linkage that applies the brake.  To allow for a level of adjustment, a turnbuckle has been manufactured (seen in some of the photos further down this post) and inserted into the system, which will allow fine tuning once the brakegear has been reassembled.

These two views show part of the turnbuckle being made, with the internal slot being milled.

Below: Work in progress, showing new parts and reclaimed originals.  The slotted links were heavily worn with little metal remaining at the end of the slot to retain the sliding pin.  Rather than repair, it proved easier and more satisfactory to replace the components.

Below: This view shows components before the corners are radiused to conform to the curved profiles required.

Below: The full set, with new components unpainted, and the parts they have replaced in old red oxide paint.  The turnbuckle (second from right) replaces the temporary links that were made to establish the correct position of the brake cylinder connection.  Note the left hand link has hole positions that are different to the original alongside it.  There is much evidence of welding and relocation of holes in this component, so again, once the true centres were established, a new link was manufactured to eliminate all of the old repairs and changes.

Moves and shuffles

As I type this on one screen, I have a lengthy spreadsheet open on the other screen, which charts the moves and relocation of objects that will be taking place in coming months.  This is partly to better use space, put some objects on show that haven’t been, accommodate a Christmas grotto in the Council Depot and enable a survey of the Daimler lorry to be carried out.  This in turn requires the relocation of Steam Elephant, initially to the Colliery Engine Works, for the overhaul of its valve gear.

The plan also includes putting Seaham Harbour Dock Company 17 back on display and releasing space for the storage of Oporto Tram 65 and the Newcastle & Gosforth horse tram.  There are also items that will go out on loan or find new homes elsewhere.  The first phase of moves largely centred on the road transport items, and that is where we start…

Below: Some development work around the bus depot to improve storage of oils and tyres is materialising in the form of a small extension ot the building.  The space is limited, but a small store is possible, and the arising from digging the foundations were removed from site in several trips by the Leyland Cub tipper.  This has been subject to quite a lot of time and energy by the team, resulting in a much easier lorry to operate.

Below: The 1923 Daimler CK has been relocated from the Edwardian Garage into temporary storage in the Regional Museum Store.  It will later move to the workshops, for an exploration of a return to operation, and then sympathetic restoration once (if) it proves to be a viable project.  The plan is to look at what is required to make it operational, examine the bodywork (the cab in particular is in poor condition) and also to de-Beamish it and refit the original wings.  We think a rolling programme of work will better suit our exhibits in some cases, rather than a full strip-down and restoration that may take many years and lose momentum.  This is similar to the work done on the Cub tipper, and also now applied to regularly operating exhibits like Puffing Billy and Glyder.

Below: R025 has moved from the Council Depot, and has taken the Daimler’s place in the garage.  The garage itself needed a bit of space to breathe, whilst we progress the work to animate the line shafting and some of the machine tools in that space.  The roller is seen here approaching the rear of the garage on its delivery run.

In addition to these moves, the Albion lorry and Austin K8 are heading for a new home in the Midlands.  We haven’t been able to make the most of these, and rather than these fairly recent acquisitions remain stored, it was felt better that a new home be found for them, which we’ve done, also with the blessing of the original donor.

Tramcar cosmetics

Below: Sunderland 16 is having the waist and decency panels stripped, repaired and repainted, before being re-lined at the end of the month.  It is due back in service in October, but we are using a window of opportunity to try and stem the deterioration of these panels and their paintwork in order to ensure they didn’t get any worse in service.

Below: Newcastle 114 is having similar treatment to Sunderland 16.  It is out of service with a faulty controller, which will be removed next week to investigate and repair, and whilst it receives this attention, the other controller will also be removed for inspection and any repairs.  The tram sees little use over the winter so there is no urgency for this work, but we are keen to complete it so that the winter focus can revert to Gateshead 10.  The latter is due to be lined and lettered at the end of the month, whilst the interior is virtually complete.  Bogie assembly has paused whilst new components are made for us by a contractor, after which a concerted effort on reassembly of these heavily-overhauled components will resume.

Other news from the workshops

Below: Readers may recall the Landrover 2A was spending a prolonged period in the workshop whilst being converted from petrol to diesel fuel (by swapping the engine).  The vehicle has had a huge amount of work carried out on it, including a repaint, lots of new metal bodywork and a host of details (including being fitted with a winch).  It is seen here after completion and before being handed back to the gardens team, into whose care it will return.

Below: The two current guest buses in the fleet are seen here – Sunderland 13 in the background and SMS 18 in the foreground, laying over between duties.  This bus is staying with us until the end of October half term, giving valuable extra capacity for the service on site.  I’ll cover the repairs underway to SCT 13’s engine in a separate post.

Photos in this post by: Phil Doran and Paul Jarman