Home > C&W Menu > Rebuilding Gresley TK 10021 - Chapter 1

Rebuilding Gresley TK 10021 - Chapter 1

Introduction

Gresley designed Corridor Third no. 10021 was built at York Carriage Works in 1924 to LNER Diagram 23. It carried various numbers during its service life.

Diag 23 (blood & custard)

Photo is a scan from Michael Harris' "Gresley's Coaches 1905-53" of a Diagram 23 coach

Alastair McPhee wrote an article for Blaspipe in the "Hidden Gems" series - here is an extract

Third corridor No 10021 was produced in 1924, just one year after the formation of the LNER itself. It is thus an important vehicle because it represents a design introduced right at the start of the production of the standard vehicles. It was built to Diagram 23, and interestingly enough, within this diagram there were variants: for instance, there was a version with three as side seating for the East Coast main line, and another version with four a side seating in the compartments for the local areas. Approximately 100 of these carriages were produced in the 1924 capital build programme. The design can perhaps best be described as almost entirely Great Northern, but with some modifications which pointed the way forward to later developments. The body is manufactured entirely of teak, which according to contemporary accounts, was chosen for its durability and availability. In common with similar carriages, the roof is domed at each end above the vestibules, buckeye couplings are fitted, and Pullman gangways. These work by compression, unlike the more prevalent British Standard gangways which had to be drawn out to meet and then clipped together. The underframe is notable, too, because it is based on earlier GNR designs and thus has the older round truss bars. These are actually adjustable, in order to maintain the stresses in the steel underframe itself. The bogies are of the notable double bolster Gresley pattern with pressed steel frames called Spencer - Moulton bogies, as the suspensions were designed by this firm. Although complex in construction and expensive to maintain, they gave a superb ride and were still being used under new electric units well into the 1960's.

10021 was built at York carriage works, and ran in front line passenger service, being renumbered 12041 in 1943. Upon nationalisation of the railways in 1948, it was re-numbered SC12041E and continued to operate until 1963. Thus, the initial capital investment made in 1924 gave nearly forty years continuous service - a return which is unlikely to be mirrored in today's environment. It was rebuilt at Cowlairs in 1963 and converted into a staff riding van. All but one of the compartments and the side corridor were removed at that time and most of the compartment side doors screwed permanently shut. It was purchased by a group of SRPS members in 1971, and rather quickly converted into a dormitory coach for use at Falkirk by those working over the weekend. I can well recall spending several rather uncomfortable nights in it myself!

SC12041E at Falkirk

10021 shortly after arrival at Falkirk 27.2.71. Photo H Stevenson.

DE1008 at Falkirk

At Falkirk, 11.1.78, numbered DE1008 for a filming move. Photo H Stevenson.

Below is a series of photos I took before we started "restoration" just to give you an idea of "where we are coming from". Sorry for the clichés. Click on any thumbnail to view larger or start a slideshow. All photos by DGC and are at native resolution, so download may be slow.

Next chapter