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LNERCA TRUSTEES.

Registered Charity No: 1095337

Chairman/ Nick Stringer E-mail: nickstringer701@btinternet.com Tel: 01423 340331

Vice- Murray Brown, 25 Gildale, Werrington, Peterborough, PE4 6QY. Chairman Tel: 01733 578000 E-mail: murraythemint@ntlworld.com

Secretary Dave Cullingworth, 29 Beckett Close, Nawton, York, YO62 7SB Tel: 01439 771758. E-mail: David.Cullingworth@btinternet.com

Treasurer John Hasler, 103 Bramley Garth, Appletree Village, York, YO31 0PQ. Tel: 01904 416415. E-mail: John.Hasler@O2.co.uk

Membership Peter Wilson, 4 The Moorlands, Bacup, Lancs, OL13 8BT Secretary Tel: 01706 879482. E mail: pnw6@sky.com

Sales Officer Russell Whitwam, 54 Water Lane, Farnley, Leeds, LS12 5LX. Tel: 0113 255 3964. Email: russ.whitwam@gmail.com (please note new address)

Restoration Officer Andrew Daniel Tel: 07778 316900 E-mail,: Andrew.c.daniel@googlemail.com

Newsletter Editor Roger Melton, 15 Hillside Drive, East Gomeldon, Salisbury, SP4 6LF. Tel: 01980 610058. E-mail: rogermelton@btinternet.com

Archivist John Sutcliffe, 129 Poppleton Road, Holgate, York, YO26 4UN. Tel: 01904 791870. E mail: johnsutcliffe@live.com

Ordinary Members Simon Cox, Gordon Wells, Marcus Woodcock, Paul Johnson.

LNERCA VEHICLES Status

ECJS RTO 189 Built Doncaster 1894 to Diagram 25 under restoration NER FO 2118 Built York, 1922 to Diagram 204 in store, unrestored Gresley RF 42969 Built Doncaster, 1929, to diagram 10C upholstery workshop Gresley TK 23890. Built B.R.C. & W., 1935, to diagram 115. in store, partly rebuilt Gresley TK 23896. Built B.R.C. & W., 1935, to Diagram 115. in store, partly restored Gresley BTO 43567. Built York, 1935, to Diagram 191. in traffic Thompson BG E110E. Built York, 1948, to Diagram 344. in store, partly restored Thompson TK E1623E. Built York, 1950, to Diagram 329. under restoration Thompson CK E18477E. Built York, 1950, to Diagram 328. under restoration Fish van E75169 Built Faverdale, 1949, to Diagram 214 under restoration Covered Carriage Truck E1308E Built York, 1950, to Diagram Y006. stores vehicle

ASSOCIATED VEHICLES

Gresley Invalid saloon 3087. Built Doncaster, 1909, to GNR Diagram 10. in traffic Gresley TK 3291. Built by Metro-Cammell, 1930, to Diagram 115. in store unrestored Gresley SLT 1299. Built York, 1930, to Diagram 109. in store, unrestored Gresley BTK 3669. Built B.R.C. & W., 1930, to Diagram 114. in traffic Gresley TTO 43632 Built York, 1935, to Diagram 186. in store, part restored Gresley TTO 43654 Built York, 1935, to Diagram 186. in traffic as RF Gresley TTO 24109. Built by B.R.C. & W., 1936, to Diagram 186. in store, part restored Gresley TK 3857. Built York, 1936, to Diagram 155. in store, part restored Gresley RB 641. Built York, 1937, to Diagram 167. in traffic Gresley TTO 56856. Built by Metro-Cammell, 1938, to Diagram 186. in traffic Thompson CL 88339. Built Cravens, 1947, to Diagram 338. in store, awaiting repairs ON LOAN FROM THE NATIONAL COLLECTION

Gresley TTO 23956. Built by Metro-Cammell, 1936, to Diagram 186. in traffic

www.LNERCA.com

1

The LNERCA Newsletter is produced on behalf of the LNERCA by the editor, Roger Melton. Views expressed in the Newsletter are not necessarily representative of Association policy.

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Cresley Open Third 43632 Thoughts of submitting an HLF application to cover the cost of its restoration and partial conversion to a disabled coach have been temporarily placed on hold due to our present workload, but 43632 has recently been in the works

order allow 56856 to return to traffic. 43632 now rests on a spare pair of bogies whose wheels are not currently usable. Thompson Corridor Composite 18477

Andrew Daniel has now made the first sections of corridor side framing and has test-assembled these at his workshop in Harrogate, ready for fitting. However, the coach remains stranded in an unsatisfactory location at Grosmont, awaiting movement to Pickering, where it will have to be decontaminated of residual asbestos before work can begin to rebuild the badly rotted frame and then repair and fit the stored steel sheeting. This was made around 20 years ago and is generally in good condition despite having been stored outside for most of that time but will need repairing on some of the edges that have been in contact with the ground. Gresley Restaurant Buffet 641

641, 56856 and GN 3087 look to be amongst the earliest LNER coaches to be returned to Whitby running, as all 4 have already had some of the modifications carried out to them. 641 in particular is sought by the NYMR as a catering vehicle that could be useful for small party groups. It has recently had issues with some of its gas appliances condemned for not meeting with the current applicable standards. As the kitchen was originally supplied by the NYMR it is up to them to get it fixed, although the LNERCA has made a contribution as a goodwill gesture. Our assistance may be sought to help deal with the corroded rack plates at either end, which are lifting

rackplates requires lifting the body clear of the underframe, with all the dismantling and reassembly that entails. The LNERCA has experience of this work from the restoration of BTO 43567 and will gain more from transferring he body of 189 between underframes, whereas the NYMR staff do not. Ironically, this repair does not seem to required for Network Rail running but until the repairs are carried out the body will be significantly weakened and doors will require constant adjustment as the door apertures become distorted. Gresley Open Third 56856

to the scrapping limit when the coach was accepted into traffic, so have done well to last around 10 years. They have been replaced by the wheelsets from under 43632, which is now on accommodation bogies that will need re-tyring once 43632 is ready to enter service. The good news is

first hurdle for Whitby running.

5

6

Three sections of new corridor-side frame have been made for 18477 by Andrew Daniel and trial-assembled at his Harrogate workshop, ready for installation once the coach is moved to Pickering.

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Firstly apologies for not properly signing off my article in the last edition of the

It is very pleasing to report that 3669 is now totally finished. It is in traffic on the NYMR, with working lavatory, working heaters, working electrics, working everything. Many congratulations to the 3669 team for their hours of painstaking labour to achieve this magnificent result. 1623 continues to make progress, and is now back on its own bogies. The stitching of the gangway bellows has proved to be a most difficult task, and one where we

1623 is completed we must have a celebratory launch event like we did for 3669. The ECJS189 project is now in full swing, with the work on the shortened underframe going on at MultiTal Logistics in Shildon, supervised by David Elliott, to whom we are much indebted. In parallel, work continues on the body in the Atkins shed. However, with the problems discovered on both the underframe and the body, the costs of this project will be at least 25% over budget, so in due course we will have to find this shortfall from somewhere. Judging by the comments made by visitors who have seen it in the Atkins shed, we can be sure that when finished, it will be absolutely stunning.

contractors to remove the asbestos lagged steam pipe, it will be moved to Pickering, where the structural problems will be tackled by our specialist contractor, Andrew Daniel. Andrew has already made a large number of components ready for fitting. Now, on to an important future strategy issue for the Association and the NYMR. Ever since platform 2 opened at Whitby, the teak coaches have played second

approvals to run there. This has meant that they have barely been used outside the peak timetable, and even then for only one return trip between Pickering and Grosmont per day. With the go-ahead in principle for the teak coaches to run to Whitby, they will be able to run in any train, any time.

coaches infrequently. It seems that seating capacity is all that matters. It is true that only two of our carriages have the equivalent seating capacity to a BR Mark

Mark One rake on those services instead.

9

10

passengers? Look at the smiles on the faces of the people travelling in our

nostalgia, which is what our carriages offer in abundance. Any marketing guru will tell you that to stay in business you have to constantly improve your u.s.p. So, to compete in an increasingly competitive leisure market, the NYMR needs

carriages, not less. Other leading preserved railways recognise this, like the Bluebell and the SVR, each of whom only have one rake of Mark Ones in their fleets, their other rakes all being heritage. There is another objection to using our carriages to maintain? This is very questionable. I have yet to see any evidence that teak rots more quickly than steel rusts. In fact the anecdotal evidence is that teak coaches last longer between major overhauls than Mark 1s look at Buffet Car

overhaul (although it does need one now). I suspect that this perception of higher maintenance costs has come about because of the need to varnish the teak every two years, but hopefully we have a solution to that problem on the horizon, with the possibility of a carriage shed before too long.

nostalgic experience of travelling in our carriages, and because they are less costly to maintain than Mark 1s, the NYMR should try to use them in preference. After all, each time one of our coaches enters traffic it provides the equivalent of two Mk 1s to the railway, free of charge, if we look at a Mk 1 requiring major attention every 10 years and Gresley needing it every 20 years, as experience with 641 suggests. That means that the NYMR should be actively supporting the Association in getting our fleet restored to running order in preference to overhauling their own, but it also suggests that there needs to be an investment by the railway in consumable items such as spare wheelsets whilst they can still be had, something that has not happened as yet. There is of course a counter argument. Because our carriages are historic vehicles, restored to very high standards, should they not be kept as museum pieces and only rolled out for used on special occasions like galas, wartime

teak Quad Art set. The less use they get by the public the less likely they are to be damaged. Maybe the answer lies somewhere between these two extremes, with the Association providing a working set of high capacity carriages for everyday use, plus a variety of special coaches to be rolled out as and when required. If

restoration queue.

on this. Nick Stringer

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DATES FOR YOUR DIARY

Working Weekends at Atkins Building unless otherwise stated. All members welcome,

Letters I would love to publish some letters, but no-one seems to be writing any! Please get

Publication Dates

In future, we are going to try to publish the newsletter on a more regular basis, the aim being to try to bring it out in March, June, September and December, so please could all contributors supply their copy by the end of the preceding month.

suggested that the publication dates are amended so as to be apart from Moorsline, so that the same information does not appear in both. Opinions on this will be gratefully received! If anyone would prefer to receive their copy by e-mail rather than by post this does help to save on postage.

LATE NEWS

in BR green and it is felt that it will be better matched with a set of blood & custard Mk 1s for its visit. Hopefully, one day, it will revert to apple green and will then be the perfect match for our set of coaches. Despite this, we

designs running on the NYMR and suggest that you also take the opportunity to visit the LNERCA in proper action in the Atkins shed.

20th/21st Nov WW 18th/19th Dec WW