Museum working party 9th Sept 2021

The Tywyn weather mojo got thoroughly confused this morning, what with Corris No. 7 gracing our rails for the Edward Thomas Centenary Celebrations this weekend, and defaulted to Corris weather! But it dithered long enough for David Broadbent, Charles Benedetto and John Olsen to take the covers off the chassis of wagon no. 146 so that John could explain his cunning plan Z to free off the rusted brake gear and then for him to help erect the scaffold tower on the platform with Keith Theobald and begin hanging the first of two new museum signs; then the heavens opened.

As John was already partway through the sign hanging and up on the scaffold tower he pulled up the hood of his waterproof jacket and carried on. Then with no sign of the downpour abating he and Keith moved the tower aside to allow the first train to board its late arrivals. With No. 4 and Corris No. 7 at its head, the first train was waved away up the line and coffee time declared on the platform as rain continued to stop play outside the Gunpowder Store.

Our morning caffeine, chocolate and chat was in the company of Keith and Malcolm Philips. The opening quip about the staff assembling a new Garden Rail layout in the yard, well it was 2 foot gauge actually but you get the gist, led onto the merits of 32mm vs 45 mm track; the latter looks like ‘standard gauge’ track apparently. The Quarryman stock pulled into the platform with No. 2 in charge and the banter moved onto whether this was the most appropriate engine, No. 3 having more original parts than No. 2, and thus it qualified as a more ‘Victorian’ locomotive. But the advocate of this view had his petard hoisted to the mainbrace when it was observed that very little in a human body is original after a few years have passed, as the cells all turn over.…

Refreshed we returned to our tasks, David and Charles worked on the rusted up locking nut that prevented the complete dismantling of the brake gear and had it turning in short order thanks to the correct sized spanner and a lump hammer. While John was out on the balcony with Keith hanging the second museum sign on the palings over looking the main line to attract the eye of visitors as they come over the road bridge. With the sign secured in place John went over the tracks to apply some violence to the rusty brake gear and succeeded in shifting a split pin and some more rust, but not the bearing. The brakes were put away in the Gunpowder Store to allow time for the fresh applications of WD40 to take effect and the operating arm replaced on the wagon chassis before the whole was sheeted over. To allow a wagon to be run onto the weighbridge, for operating tours of the weighbridge over the weekend, the two wheelsets in the two foot were relocated and the approach to the Weighbridge House cleared of any tripping hazards before time was called on the mornings activities.

By the close of play two new museum signs had been hung, the brake gear of wagon no. 146 had been dismantled successfully, and one worker got wet.

Photos by John Olsen

Weekly Exhibit

Another item associated with Talyllyn Railway locomotive No.4. A brass plate was carried for some years in memory of David Carnegie, the Earl of Northesk who died in 1963. David was an early volunteer on the railway, and was regularly pictured firing locomotive no.4. He was interviewed on its footplate as part of the 1957 BBC outside broadcast of the railway.

Despite good intentions, the plate actually wrongly describes David as the 9th Earl, when in fact he was the 11th Earl of Northesk. The second picture from the John Adams collection, taken in September 1958, shows David in his fireman’s overalls in front of No.4 with Tom Rolt on the left.

Museum working party 2nd Sept 2021

The Tywyn weather mojo has retreated into the doldrums again with a dry but very overcast morning in Wharf yard as the team assembled and briefly pondered whether two person constituted a working party. But enough of such idle speculation, David Broadbent and John Olsen had a seized brake system to sort out on wagon no. 146.

Acting upon advice from the TR engineering department they applied fresh WD 40 and then whacked the offending part with a hammer whilst operating the brake lever. This did have an effect, but not the desired one, as the fixing bolt was rotating. A large adjustable spanner and a bit of grunt tightened the nut sufficiently that no rotation was possible and the whacking and pumping action were repeated; success, a small but visible movement. Further, more scientific, application of the hammer moved the brake arm along the bolt to allow the rusty metal to be cleaned up with emery cloth and a wire brush before being wiped clean and evil green grease (EGG) applied. With lubrication on the joint the brake arm could be tapped the other way to allow the remaining area of rust to be cleaned off and more EGG applied.

Flushed with success, or was it the hammering and pumping, David and John cleaned up the other brake arm bearing in the same way and gave it a generous coating of EGG. Proceedings were halted to wave away the first train of the morning and its full load of happy passengers and the way was clear for coffee time.

We took our coffee on the platform table adjacent to the museum entrance and we were joined by Ann McCanna and Andy Sheffield as he took a break from marshall duties. Our idle musings started with the attempt of a dozy truck driver on the new Machynlleth Bridge works attempting to perform a limbo dance under the railway bridge, and failing spectacularly. He did succeed in ripping the tipper off the back of his truck and causing traffic mayhem on market day! At this time Frank Yates joined us and we caught up with news with him.

Refreshed we went into the museum to retrieve the ticket machine to see if Frank could work his magic upon its wayward innards. Three heads commenced analysing the situation but were still thwarted in our attempts to get a single ticket to be issued without a second jamming the machine. Frank had come armed with some of the older tickets from our original supplier and a micrometer to check the new tickets thickness against them. There wasn’t really enough of a difference to account for the jamming and the other dimensions were examined; the new tickets were narrower, could that be the problem? We removed the ticket chute and Frank spotted a fixing screw hanging loose that allowed the dispensing mechanism to wobble a bit, we tightened that up. John observed that the chute had been modified at some point to allow for narrower tickets and a slight adjustment of the metalwork was made before the chute was re-fitted. A final adjustment of the ticket ‘gate’ to allow free movement of the dispensing tines and a test run showed promise, although it tended to spit out two tickets at a time. One final adjustment was the removal of the extra weight that Frank had fabricated during his last ‘repair’ of the machine as this seemed to be unnecessary.

Now the tickets were emerging without jamming, albeit in pairs, and Keith Theobald pronounced this to be an acceptable ‘cost’ for a working machine. With David’s bus departure time approaching we tidied up the work site in front of the Gunpowder Store, sprayed some more WD40 onto the remaining lower brake arm bearings as they were still rusted solid and put the protective tarpaulin back over the wagon chassis. The final task of the morning was for Keith and John to put the ticket machine back up in position on the support pillar by the lift lobby door and tighten the nuts and bolts.

Three rusty bearings were lubricated with WD40, two free bearings were de-rusted and lubricated with EGG and one ticket machine was restored to operation.

Photos by John Olsen