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Latest News: Archive
October 2004
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Latest News: Archive
October 2004
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During October 2004 the Mid-Norfolk played host to the mainline operator "one"'s annual low adhesion training, or skidpan training as it's often known.
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6th October 2004. Photo: Chris Pearson |
This year a class 153 single car sprinter 153 335 based at Norwich Crown Point Depot was worked ECS to Dereham on Friday October 1st, and was then left on the MNR until the following Friday to enable newly-appointed drivers from Norwich, Ipswich and Colchester (including some MNR drivers) to practise the defensive driving techniques required during the leaf fall season.
In order to enable a realistic experience, a virtual station is made up of traffic cones and marker boards, then the unit makes a slow pass over the track treating it with a slimy solution.
The train the makes a high speed pass over the section with drivers braking normally on the first run, then in a defensive technique using both light and heavy braking to avoid over runs.
Once training is complete, the train pressure-washes the track to leave the it free of solution, and sands it if necessary to leave it in a safe condition for normal traffic to resume.
This was the third year the MNR has been used for this training, and we have now secured a regular agreement with "one" which means that we can look forward to this as an annual contract. The aim now is for "one" to promote the offer of this facility to other train operators too, which will see a good working relationship between the MNR and "one" in providing other mainline operators with valuable safety training.
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Photo: Alan Cooper |
The sun shone on the MNR and the Norfolk Internal Combustion Engine Society for the annual Heart of Norfolk Bygones event, held at Dereham Station and the Memorial Hall. There were nearly 100 exhibits at the station for visitors to admire, from miniature steam engines to Bentleys, as well as tractors, stationary engines, motor cycles and military vehicles. The Hall had demonstrators of lace and spinning alongside mustard pots, model fairgrounds, stone hot water bottles, washing dollies and other collections. Exhibitors enjoyed a ride on the train before packing up and returning home. Everyone, from exhausted volunteers and exhibitors to the several hundred visitors agreed it was one of the most successful Bygones, and is assured a place in next year's calendar.
By Owen Stratford.
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Matt Goodrum is busy digging a hole for the new Platform 3 down starter. 3rd October 2004. |
With the PW team refreshed from a couple of weeks' holiday, the first task to be tackled upon the return to Dereham was to dig a big hole to hold the Platform 3 down starter. Regulations stipulate that a platform starter signal has to be 25m from Norwich Road Gates, and this falls where the old water crane used to stand. The hole was dug a couple of metres further away, but unfortunately we then found a cast iron pipe running across the excavation, exactly in the wrong place. A little bit of rethinking moved the hole slightly further away from the platform edge to avoid this.
We took to the Northern Section once more to dig out sleepers. Good progress was made, digging out 52 from just short of the 12 mile post. We broke out beyond the houses for the first time and had to contend with some heavily contaminated ballast where a gas main was put under and never properly reinstated. This will still require further work to replace the 'ballast' and remove a 70mm kink. The allotment holders adjacent to the line should get a surprise when they see a train after such a gap.
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31 235 with the works train in the Northern Section. 23rd October 2004. Photo: Owen Stratford |
Trevor took a team out to the Wymondham sewage works to trim back trees working towards Wymondham Abbey. Meanwhile back in Dereham, Barry and Owen were stripping down a signal for future installation on platform 3. The post has a platform fixed to it and in its previous location, most of the bolts had corroded. All need to be stripped off to enable the post to be restored and then new bolts will be fitted. Unfortunately they were so badly corroded that even after grinding through the bolts, each needed much persuading with a sledgehammer! There still remain several bolts to remove, and the deck has to be replaced.
The weather forecast was awful for today, but a few hardy souls set off with the works train to head north and carry out resleepering. We took 31 235 up north, which was the first locomotive to pass over Swanton Road for over 15 years. All went well and we installed 27 sleepers before the weather fulfilled its promise and torrential rain set in! We have now reached the edge of Dereham passing the 12 mile post, and have now completed 25% of the distance to Hoe.
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Looking south towards Dereham. Swanton Road level crossing is in the far distance. 30th October 2004. Photo: Andrew Littlejohns |
A two-pronged approach was taken to today's work. Barry and Owen completed the remaining excavation for the down platform starter at Dereham. The hole had to be made considerably deeper due to the presence of a water pipe at the point where we wanted to install the signal! Meanwhile Roland and Trevor filled up ballast in the cribs in the points at Dereham.
The gang started up North changing 18 sleepers. These were quickly done and we split up at around mid-day with Trevor and a couple of others going to County school to fix some loose crossing boards. Meanwhile the rest of the gang replaced broken chairs and then moved on to backfilling sleepers and rebuilding the often non-existent shoulder.
By Terry Mann.
Work was carried out on 27th and 30th September and 2nd October. Keith Broughton has joined the team so we now have 3 people prepared to help out restoring 'Horace'.
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Horace's engine is removed to allow access to the generator. 3rd October 2004. Photo: Terry Mann |
We have decided on a sequence of events for the restoration, which will be:
The major known problem with the crane is that the generator doesn't work and needs removal for overhaul. To achieve this the engine must come out but neither of these are simple tasks, and the main reason the previous owner sold the unit.
All the floor plates, electrical controller and various plates/fittings across the front of the crane were removed and the engine and generator lifted out and stored in the Goods Shed ready for overhaul.
The good news is that the original Morris Commercial petrol engine was replaced with a Ford 4.5 litre industrial diesel unit around 1971. (The stores tag was still attached to the engine.) Even better: looking into the rocker cover shows the engine has done very little work and appears to be in almost 'as new' condition. So we only intend to clean, check it over and service it. Unfortunately the generator had 2" of water in the bottom and some of the banding wire has come off the rotor, so it looks as though some serious repair work will be needed. Do any members have any contacts in the electrical rewind industry who could help? If so please get in touch.
Vic has found out the crane was registered for road use and has the registration number, so it might be that we can trace some of its previous history via the DVLC.
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The stator from Horace's generator. 1st November 2004. Photo: Terry Mann |
Efforts have initially been concentrated on the generator and after much struggling using heat, various pullers and suitably sized 'persuaders', the coupling and end covers were removed and the rotor extracted. Insulation and continuity tests show the windings to be in a better than anticipated condition and we are keeping our fingers crossed that no major repairs are required. The photo shows the generator windings after a careful wash with warm soapy water. The level of dirt and sludge found within the unit can still be seen by the tide mark on the windings.
Examination of the windings shows no serious damage and the rotor also appears to be serviceable with some minor repairs required to the banding wire. However, the brushgear is well past its sell by date and will require replacement parts, which will be a problem. A dehumidifier has been set up to warm and dry out the windings and this will be left to run for approximately 7 days. Advice has been sought on how to repair the water-damaged insulating sheets around the interior of the stator.
In the mean time, inspection plates on the hoist, jib and traction motors have been removed to estimate the future work required on these units. The findings are good; all motors are water free and the internals appear to be OK. Some brushgear is worn, which again could present a bit of a challenge to try to acquire replacement parts.
The jib and hoist brakes have been eased to allow hand winding of both in order to lower the jib for ladder access and descaling/painting. Both brake units and their associated controls will require significant work to restore their functionality. One of the hook pullies was found to be seized but all the rest of the hoist/jib oily bits appear to be functioning and complete. The fuel tank has been removed which now clears the whole of the front half of the crane structure for cleaning and painting.