Diesel Railcars : The Feasibility Study (2007)

Report On Current Condition & Proposals For Restoration

INTRODUCTION

The Isle of Man Railway railcars No.19 and No.20 are iconic vehicles and are some of the last of a long line of similar vehicles supplied by Walker Bros Ltd., to the County Donegal Railway (C.D.R.) and other Irish lines. They were acquired by the Isle of Man Railway (I.M.R.) upon closure of the C.D.R. in 1961.  This report was commissioned by the Isle of Man Steam Railway Supporters’ Association to assess the railcars' current status and establish the extent of works required and associated costs to complete the restoration of these two vehicles to original condition.

HISTORY 

Both railcars were built by Walker Bros (Wigan) Ltd., at their Pagefield Ironworks and were the final development of a basic design concept dating back to 1932 when a prototype articulated diesel railcar was supplied to the Clogher Valley Railway in Ulster. This basic design was adopted by the County Donegal Railway Joint Committee and ultimately, ten of this type of vehicle operated there including, eventually, the proto-type from the Clogher Valley Railway. These railcars revolutionised C.D.R.’s passenger services by providing a comfortable and efficient operation. The last of this kind of vehicle to be produced were the four built in 1951 and 1952 for C.I.E. to operate on the West Clare Railway, County Clare, Ireland. 

This design consists of a power unit with a Gardner diesel engine, four-speed mechanical gear box driving a worm axle drive gear box on the rear axle; coupling rods transmit the drive to the leading axle. The mechanical transmission provides four forward gears giving a maximum speed of 30mph, however, there is only one reverse gear, giving a maximum speed of 7mph in that direction. As a result, turntables were required at strategic locations on the Irish lines to allow the railcars to be turned for the return journey. The railcars regularly hauled both a trailer passenger vehicle and four-wheel van to provide additional luggage and parcel accommodation. A fully enclosed cab covers the driving position and engine compartment.  The articulated passenger saloon, seating 41, rests on the rear of the power unit and is also carried by an un-powered bogie. 

Railcar No.19 was built in 1950 and No.20 in 1951 and was the last railcar to be bought by the C.D.R. Joint Committee. The complete power units were built by Walker Bros, as were the passenger saloon frames and rear bogies. The passenger saloon bodywork and fitting out was completed by the G.N.R.(I) Works at Dundalk.  Both railcars operated successfully and reliably on the C.D.R. until cessation of rail services in January 1960. In 1961, Nos.19 and 20 were bought at auction by the I.M.R. They arrived on board the Antrim Coast at Douglas Harbour in May 1961 where they were thoroughly overhauled at the Douglas Railway Workshops.

They entered service on the I.M.R. in late 1961 and retained their existing C.D.R. running numbers.  Due to the absence of turntables on the I.M.R., the railcars were paired back to back with one being towed "dead" in a backwards direction. Occasionally, a van was coupled between the two vehicles to provide extra luggage accommodation.  They tended to be used on the easier graded Peel line at first but, ultimately, they operated throughout the system and upon closure of the Peel and Ramsey lines in 1969, the railcars worked solely on the South Line to Port Erin. Throughout the ensuing turbulent 1970s and 1980s, the railcars continued to be used erratically until the early 1990s by which time their overall condition had deteriorated so much that they had become unfit for passenger service. They were then used for shunting at Douglas station and by the Permanent Way Department as a general "hack" in the winter months which, of course, did nothing to improve their overall condition.

They were last used in 1997 and a decision was taken to dismantle both vehicles and undertake a comprehensive rebuild which was started in 1998.  Much excellent work was completed at this time but the project went over budget and changes in the railway's management meant that works ceased in the summer of 2000 with neither railcar completed. Since that time, both units have been stored at the back of Douglas Carriage Shed, pending a decision as to their future.

CURRENT (2007) CONDITION

Both railcars were inspected in situ at Douglas Carriage Shed on 19th September 2007. Many of the component parts are either stored within the passenger saloons or within an adjacent Empress Van and as a result are not readily accessible for detailed inspection.  In service, the railcars worked as a pair with No.19 at the northern (Douglas) end and No.20 at the southern (Port Erin) end. Since the original restoration works commenced, the saloons have remained in this configuration, however, their respective power units have been swapped with No.20 at the Douglas end and No.19 at the Port Erin end. Furthermore, the power units have also been designated as A (19) & B (20) respectively. Ultimately, the two power units will need to be reunited with their original saloons in order to ensure that the articulation points marry correctly and to maintain their original integrity as railcars.  Below is a general description of each major component with the individual condition of each railcar given as well. Throughout this report, all references to No.19 & No.20 refer to the correct power unit and saloon.

MAIN FRAMES

The frames consist of a riveted structure assembled from pressed sections with an off-centre casting to carry the articulation pivot point.  With No.19 the frames have been fully stripped and cleaned and are in good order.  It was not possible to inspect the passenger saloon pivot point.  With No.20 the frames do not appear to have been dismantled cleaned or attended to in any way. Most ancillary components (wiring, pipework, sanding gear etc) remain in place. 

WHEELSETS, AXLE BOXES & HORNGUIDES

Both wheelsets consist of a cast Cannon axlebox arrangement with integrally mounted bearings. The Cannon boxes are fitted with a level plug and filler neck.  The rear wheelset incorporates the final drive gear box (detailed below).  The axlebox horn faces have renewable fibre linings, running against a single piece horn guide casting bolted to the mainframes.  The wheels are cast disc centres retained onto keywayed axles with bolted steel tyres. For No.19 the tyres have been re-profiled and are in good condition. The axleboxes have been fitted with new fibre liners. There is no evidence of any internal inspection or repair works to the Cannon axleboxes.  All components have been thoroughly cleaned. Currently, no horn keeps are fitted.  Also, on No.20 all components have not been stripped or cleaned in any way.  The tyres will require a light skim to improve the profile and there evidence of considerable wear to the horn guides and axlebox liners.  No internal inspection has been carried out to the Cannon axleboxes. 

SUSPENSION

Axlebox suspension is by long-travel laminated leaf springs mounted above the axleboxes with adjustable hanger bolts through mounting brackets riveted to the inside of the frames. Additional coil springs are fitted on the underside of these brackets.  With No.19 all components have been reconditioned and refitted and are in good order.  On No.20 again, all components are in ex-service condition and require to be fully stripped out, reconditioned and  refitted. There is evidence of at least two broken mainsprings. 

FINAL DRIVE UNITS & COUPLING RODS

The final drive consists of a worm and wheel set mounted on the rear axle of the power unit.  This unit is fully enclosed and an integral part of the Cannon axlebox arrangement.  The gear sets were originally made by Meadows.  Outside coupling rods transmit the drive to the leading wheelset.  On No.19 the gear box is partially dismantled with the worm removed for examination.  Although both this and the matching wheel display a fair degree of wear and chipping to the tooth form, they are likely to remain serviceable for the foreseeable future. The crank pins have been polished and protected and the coupling rods have been fitted with new bronze bushes and are ready for refitting. With No.20 the gearbox remains untouched and could not be inspected internally.  It is likely to be in a similar condition to that of No.19. The coupling rods also remain fitted and are showing signs of considerable wear in the bronze bushes. 

DIESEL ENGINE, CLUTCH & GEARBOX

The prime  mover is a Gardner 6LW 107hp 6 cylinder diesel engine.  This drives through a dry plate clutch to a Meadows four-speed mechanical gear box with propeller shaft to the axle-mounted final drive unit.  For both units at the time of inspection, the engines were not seen but it is understood that both have been fully reconditioned by Paul Gardner Engineering Ltd., to original factory specification and are currently in secure storage awaiting refitting.  There are two complete new clutch units ready to be fitted. Both gearboxes, along with the propeller shafts are in store in the "Empress" van and do not appear to have been touched since dismantling. All the ancillary components, radiators, oil cooler, air filters, electrical equipment, exhaust equipment and bonnet covers are currently stored in the Empress Van and are in as dismantled condition.  They were not readily accessible for detailed inspection.   A quantity of new small components for the engines, such as gauges etc, are stored within the passenger saloons in readiness for fitting.

BRAKEGEAR

The railcars are fitted with vacuum brake equipment.  A single cylinder acts on the rigging on the power unit providing brakes to all four wheels with cast iron brake blocks.  A separate screw brake in driving position provides a handbrake acting on the same linkage.  A separate vacuum brake cylinder acts on the rear bogie under the passenger saloon (see separate section).  A vacuum exhauster is belt-driven from the engine and a very large reservoir is mounted under the passenger saloon.  The driver's control valve is mounted at the main driving position.  For No.19 all brake rigging has been removed and is in the process of being reconditioned. The vacuum cylinder remains mounted on the frame but the screw brake column and driver's valve have been removed for reconditioning. All original pipework, gauges etc have been removed and are stored in the Empress Van awaiting any necessary remedial works.  On No.20 all brake rigging remains fitted and shows sign of considerable wear and tear.

SANDING GEAR

Manually operated sanding gear is provided from a pair of sand boxes ahead of the leading wheelset.  The operating lever is alongside the driver's position.  With No.19 all sanding gear has been removed but no remedial work has been started, whilst on No.20 all sanding gear remains fitted to frame and is as last used condition.

ELECTRICAL EQUIPMENT

A 24V system, running from an engine-driven dynamo, charges two batteries mounted in the driver's cab. These provide power for engine starting, headlights, wipers and instrumentation plus passenger saloon lighting.  For No.19 all electrical equipment has been fully stripped out in readiness for rewiring.  For No.20 most of the electrical equipment remains intact but in very poor condition.

POWER UNIT BODYWORK 

The power unit body provides a fully enclosed cab covering the engine and driving position. Driver doors are situated at the sides and a flexible connection and doorway provides access to the passenger saloon. The framework is constructed from ash, externally clad in formed aluminium sheets with special formings to accommodate the radiator grille, ventilation grilles and fuel filler neck etc. The body is internally insulated and clad in plywood. Sliding windows are provided in the doors and a toplight opening section in one windscreen.  On No.19 a new wooden framework has been made for the cab, including new doors.  This skeleton frame has not been fitted with any external or internal cladding.  This work has been completed to a very high standard.  With No.20 a new wooden framework has been made for the cab and this has had most of the external aluminium cladding fitted, however, no internal cladding has been fitted. New glazing panels have been fitted. Again, this work has been completed to a very high standard.

PASSENGER SALOON MAINFRAME

The frame of the passenger saloon consists of a lightweight fabrication onto which a wooden-framed and aluminium skimmed body is affixed.  At the leading end it carries the upper half of the articulated coupling.  At the rear, it is carried on a lightweight un-powered bogie.  The trailing coupling is pivoted at the rear bogie mounting and protrudes through the rear of the bodywork.  Both mainframes have been fully stripped to bare metal, cleaned and painted prior to the construction of the new bodywork.  They are in good condition although it was not possible to inspect the articulated pivot point.

UNPOWERED BOGIE 

The rear of the passenger saloon is mounted on a simple plate frame bogie.  The wheelsets are fitted with roller bearing axleboxes running in plain hornguides with laminated leaf spring suspension.  Sprung bolster points bear on the underside of the frame.  The bogie is braked on all four wheels with a vacuum cylinder mounted on the outer end of the bogie frame.  On  No.19 this bogie is fitted with 21½" diameter wheelsets consisting of cast spoked centres with steel tyres. The current profile is adequate for further service and there is adequate remaining material for further re-profiling. The axleboxes and horn guides show considerable wear with ⅛" clearance between the axlebox and horn faces being evident. The brake rigging is partially dismantled showing signs of considerable wear and tear on all components and will need to be fully reconditioned.  Whereas on No.20 This bogie is of similar construction to that of No.19, however, it is fitted with 20" diameter solid cast steel disc wheels.  The current profile is adequate for further service although there is insufficient remaining material for further re-profiling. Again, the axleboxes and horn guides show considerable wear and brake rigging will need to be fully reconditioned.  On both units, the sprung bolster mounting plates show considerable wear on the rubbing surfaces with the body mainframe.

PASSENGER SALOON BODY STRUCTURE (BOTH RAILCARS)

The wooden body framework is ash and clad externally with aluminium sheeting.  Inside, it is insulated and lined with wooden panelling. Wooden folding doors provide access at both ends on both sides of the saloon. The proprietary window units fitted incorporate sliding top sections for extra ventilation.  Both saloons have had entirely new body frameworks made, fully clad in new aluminium sheeting. All aluminium sheeting joints have had half-round beading fitted to hide the joints. The vast majority of this work has been painted in primer.  All the window units have been fitted and new hardwood folding door units have also been made and fitted although they require finishing and glazing. Ancillary items, such as door handles, handrails etc have been thoroughly cleaned and restored as required - some already fitted, others ready for fitting. Generally, all works have been carried out to a very high standard but, regrettably, remain unfinished.

INTERIOR (BOTH RAILCARS)

Seating in the passenger saloon is laid out in two rows of forward-facing seats with a central gangway. A single bench seat runs across the back. The seats have cushioned base and back squabs mounted on steel frames.  The walls and ceilings are varnished and painted woodwork. Lighting runs along the main vestibule roof with additional lighting above the seats on the window pillars.  Ventilators are fitted in the roof.  Most of the wall and ceiling panelling have been completed although the roof ventilators are yet to be fitted.  The wiring looms appear to be complete behind the panelling but no actual lights have been fitted. Full sets of new or reconditioned units are, however, ready for fitting.  All seat  frames have been thoroughly cleaned and repainted ready for refitting and all the bases and back squabs have been reupholstered in new period  moquette cloth. The floor is currently bare wood and will need to be covered with a suitable period material prior to re-installation of the seats. Again, these interior works have been carried out to a very high standard. 

COUPLINGS (BOTH RAILCARS)

A long shank chopper type coupling is mounted on the rear bogie mounting and fits through a slot in the rear of the bodywork.  Both coupling shanks and pivot pins are considerably worn. Apertures in the bodywork require cutting and finishing.

OPTION & SPECIFICATION FOR COMPLETION OF RESTORATION

As will be noted from Section 3 above, a very considerable amount of restoration work has been already been competed to a high standard with both historical accuracy and long-term preservation in mind. In order to return these unique vehicles to service, it is important that the completion of these works is carried out to the same standard. The remaining work can be divided into four logical stages, as follows:-

(i) PASSENGER SALOON BODIES 

Much of the restoration work has been completed, leaving mostly fitting out and finishing work.  These works can be itemised as follows:-

Both Railcars

·       Finish minor areas of exterior cladding, beading and bodywork. 

·       Cut rear coupling apertures

·       Finish all interior insulation and cladding

·       Finish and glaze folding door unit

·       Finish paint/varnish interior.

·       Source and lay appropriate floor covering

·       Fit reconditioned roof ventilators

·       Set out seat frames and fix to floor and body sides

·       Clean and fit newly upholstered seat/back squabs

·       Fit and wire main vestibule lights and over-seating lights

·       Fit exterior door latches and grab handles

·       Fully fill, rub down and finish paint exterior.

The most practical and financially efficient way of completing these works would be to employ local craftsmen on site with external contractor acting with brief to ensure compatibility.

(ii) UNPOWERED BOGIES 

No significant works to these units have been carried out since partial dismantling.  The works are entirely of mechanical/engineering nature, specification as follows:

Both Railcars

·       Fully strip out bogie

·       Skim wheel profiles (No.19 only)

·       Fit new cast steel wheels to existing axles (No.20 only)

·       Machine axlebox horn faces

·       Build up and re-machine horn guides to suit axleboxes

·       Check roller bearings

·       Recondition and refit laminated leaf springs

·       Build up and re-machine sprung bolster rubbing plates

·       Recondition/renew brake rigging

·       Recondition vacuum cylinder

·       Repaint all components and  reassemble

These works can be completed either on the Isle of Man at the Steam Railway workshop, or off the island by a suitable contractor.

(iii) POWER UNIT MECHANICAL WORKS

A considerable amount of restoration work has already been completed to No.19, whilst hardly any has been completed on No.20. The following list assumes a "worst case scenario".

Both Railcars

·       Fully strip all remaining components*

·       Clean and de-rust as required

·       Assess condition of Cannon axleboxes and bearings*

·       Skim tyre profiles*

·       Polish crank pins*

·       Re-bush coupling rods*

·       Machine and fit new fibre axlebox liners*

·       Dismantle, check and reassemble final drive unit*

·       Fettle horn guides*

·       Recondition leaf and coil springs and hanger links*

·       Recondition brake rigging, including fitting of new brake blocks

·       Recondition vacuum cylinder

·       Install reconditioned Gardner engine

·       Check over and oil change gearbox

·       Mount gearbox on engine bell housing utilising new clutch components

·       Recondition and refit engine coolant radiator and oil cooler, including new pipework connections

·       Fit new universal joint yokes and refit propeller shafts

·       Recondition vacuum exhauster and refit with new drive belts

·       Pipe  up vacuum brake circuit and driver brake valve

·       Clean and refit driver control stand and brake column

·       Re-bush and overhaul driver control linkages

·       Rewire all engine related wiring circuits, switching and instrumentation

·       Clean, leak test and repair fuel tanks -  refit to frame

·       Free off, recondition and reassemble sanding gear

·       Fully repaint all components and reassemble

·       Test completed power unit.

* Already completed on No.19

These works would be completed most efficiently and cost effectively off the island by a suitable contractor.

(iv) POWER UNIT BODYWORK

As with the passenger saloons, much work has already been completed with No.20 being further ahead than No.19. Again, the following list assumes a "worst case scenario".

Both Railcars

·       Complete body frame works*

·       Finish exterior aluminium cladding*

·       Complete and hang side door frames*

·       Repair and fit radiator grilles

·       Insulate and fit interior wooden cladding

·       Fit exterior and interior cladding to doors

·       Fit interior flooring

·       Repair and refit engine casing and framework

·       Complete interior wiring to headlights and wipers

·       Supply and fit battery box and batteries

·       Re-cover and fit driver seat

·       Fabricate and fit lower valence and grille

·       Fully varnish/paint interior

·       Fully fill, rub down and paint exterior

* Already completed on No.20

These works could be carried out on the Isle of Man by local craftsman, at the same time as the passenger saloons, then refitted to the restored power units either on site or on the mainland.  Alternatively, they could be sent in their current condition with the power unit frames and completed at the same time as the mechanical repairs and returned to the Isle of Man as fully operational units.  The completed power units will then need to be reunited with their respective passenger saloons at which point, completion of the vacuum pipework, installation of the vacuum reservoirs and completion/connection of the wiring circuitry between the power units and the passenger saloons will also be required.  Once all these works are completed, the railcars will be ready for commissioning.

BUDGET COST & TIMESCALES

If the decision were taken to proceed with the above restoration works, Alan Keef Limited would be pleased to act as contractor. The following figures have been prepared to give indicative costings. However, as many components were not fully accessible at the time of inspection and some could not be examined internally, a budgetary spread has been allowed for all sections. Transport costs are not included.

(i) PASSENGER SALOON

Complete restoration work as detailed in section 4.1 above. These works to be completed by contractors on the Isle of Man.

(a)  No.19 - £20,000-£25,000

(b)  No.20 - £20,000-£25,000

(ii) UNPOWERED BOGIE

Carry out full mechanical repairs and renewals as detailed in section 4.2 above.  These works to be carried out in full by Alan Keef Limited.

(a)  No.19 - £12,000-£14,000

(b)  No.20 - £10,000-£12,000

(iii) POWER UNIT MECHANICAL WORKS

Carry out full mechanical repairs and restoration work as detailed in section 4.3 above. These works to be carried out in full by Alan Keef Limited.

(a) No.19 - £22,000-£25,000

(b) No.20 - £30,000-£34,000

(iii) POWER UNIT BODYWORK

Complete restoration work and fit to completed power unit as detailed in section 4.4 above.  These works to be carried out in full by Alan Keef Limited.

(a)  No.19 - £23,000-£26,000

(b)  No.20 - £14,000-£17,000

(iv) SUMMARY TOTAL BUDGET COST OF FULL RESTORATION

(a)  No.19 - £77,000-£90,000

(b)  No.20 - £74,000-£88,000

(v) TIMESCALE    

Once a decision has been made to go ahead with the above works, prior notice of approximately four to six months will be required in order to allow for an appropriate timeslot in Alan Keef Limited’s works schedule to be made available. The works would then be expected to take approximately 12 months to complete.

CONCLUSION

These railcars play an important part in the recent history of the I.M.R.  Their acquisition from the C.D.R. and their service in the 1960s undoubtedly contributed towards the economies that were required to ensure that the I.M.R. continued to operate as a complete entity. Furthermore, in the 21st century, their presence on an otherwise entirely steam railway would give the opportunity for future generations to appreciate the radical impact this type of equipment had on passenger comfort and service efficiency at the time of their introduction both in Ireland in the 1930s and 1940s and the Isle of Man in the 1960s.  Whilst there are a few other similar railcars in operation, the I.M.R. is potentially the only location where such vehicles can be operated as originally intended, fulfilling their role to work off-peak, special workings and possibly commuter services on an otherwise steam railway, in an economic fashion.  With so much high quality restoration work completed to date, we consider it vital to complete the restoration process to the same high standard, keeping as close as possible to the original specification, in order to maintain the historic integrity of these railcars.

For & On Behalf Of 

Alan Keef Limited

Back To Projects