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Railtour Stock

The Society operates from its base at Bo'ness on the southern shore of the Firth of Forth a few miles west of the Forth Bridges. As well as restoring historically important coaches and rolling stock, the department is also responsible for the day to day maintenance and refurbishment of the Bo'ness line stock and the SRPS Railtour Set of Mk1 coaches to main line standard.

The Railtour set consists of a rake of 13 Mk1 coaches and 1 Mk2 as follows:

TypeReg. NumberBogiesBuiltDynamoRegulatorNotes
FO3096B4Birmingham 1959WCCMD17Maroon
FO3115Commonwealth WC1283CMD1618Maroon
FK13230B4Swindon 1959WA1148MD13723Maroon
FK13229B4Swindon 1959WA10889MD17794Maroon
TSO4832CommonwealthWolverton 1959WC1280CMD1031Blood 'n' Custard
TSO5028CommonwealthWolverton 1961WC1569CMD1536Blood 'n' Custard
TSO4856B4Wolverton 1959WC389CMD790Maroon
RBR1730B5Birmingham 1960StonesStonesMaroon
RMB1859CommonwealthWolverton 1961WC482CMD655Maroon
BCK21241CommonwealthSwindon 1961WA9413MD4632Maroon
TSO4831CommonwealthWolverton 1959WC1680CMD1377Maroon
TSO4836B4Wolverton 1959WC1874CMDMaroon
BSK35185B4Wolverton 1959WA10786MD15367Maroon
Mk2 TSO5412B4Derby 1968 Alternator Maroon

5412

5412 photographed soon after arrival at Bo'ness.

Winter 2005/6 saw the upgrading of FO's 3096 and 3115. The seats in 3096 were being recovered and a new carpet fitted. 3115 interior was "repaired" - the various missing and damaged pieces of woodwork being attended to by A. McLeod. Both gangways had to be removed and the crash posts repaired due to extensive corrosion - this involves a bunch of work fixing up the interior trim which had to be removed to facilitate this exercise. New battery boxes had to be fitted due to corrosion.

TSOs 4832 and 5028 have been repainted in "blood and custard". These vehicles are being used on the branchline set and are "standby" for railtour use.

The two brake vehicles 21241 and 35185 have had their wiring modified to add a 24v DC inverter (to 230v AC) which is used to power a domestic freezer used to store perishable food on some of the longer railtours.  This has proved an invaluable additional storage facility as the capacity of the refrigerator in the RBR is limited.  Although the freezer consumes only about 300w when running, the inverter used is a 1500w model.  This apparent over-capacity is necessary to supply the very large surge current required to get the freezer compressor running from stopped.  The inverter is run directly from the dynamo (as was the pie heater in these vehicles) so the freezer is only on when the coach is travelling at 30mph or above.

We experimented with a vacuum cleaner run from the inverter when the train was running ECS so that the train could be cleaned more easily than using the brush and dustpan technique.  The cleaner unfortunately proved too large a load for the dynamo which was asked to run at 60-80 amps continuously for quite some time.  The commutator partially melted becoming eccentric as a couple of segments rose up.  This in turn caused the brushes to bounce off the commutator.  This was sort of OK at slow speed, but down the ECML at 100mph the brushes bounced so hard they shot up their holders and stayed there thus disconnecting the dynamo.

The cure for this problem was to motor the dynamo with the coach connected to a land supply and apply a commutator block borrowed from the diesel department to smooth the commutator down again.  After several hours of "turning" the commutator was smooth enough for the dynamo to be passed fit again.  We won't be trying vacuuming the train again for a while!  BCK 21241 is now mainly used for the branchline service.