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Celebrating the products of AEC Southall Ltd, most famous as builder of London's buses.

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 Post subject: GWR/AEC Railcar No 22
PostPosted: Fri Mar 02, 2012 5:30 pm 
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She was commissioned in March 1940, and was collaboration between AEC at Southall and the GWR works at Swindon. Where all the previous railcars up to No 18 had AEC mechanics, the bodies were built mostly by Gloucester Carriage & Wagon, however the 1st 4 had bodies built by Park Royal. The bodies on railcars No 19 to 38 were built at Swindon. All the Railcars up to No 18 were nicknamed Flying Bananas due to their vey streamlined body work, and their curved roofline. However the railcars numbered from 19 to 38 were called Razor Edge due their more angular appearance.
She is powered by 2 AEC A182 Series Engines via a standard Daimler/AEC fluid flywheel the engines are9.6 Litre 6 cylinder, and then to a standard AEC Wilson Epicyclic Gearbox, this is a normal standard AEC unit except that it has 5 forward gears, whereas normal AEC Wilson gearboxes have 4 forward and 1 reverse, the forward reverse select is via a crown wheel on the inner axle of the bogie, which is the driven wheel.

In the past 8 years we have replaced the pistons, rings and honed the bores on No 2 engine. About 5 years ago we discovered that we a serious problem with no 1 Engine as it was misfiring badly, when the part of the head was taken off, we discovered that No 6 piston had a hole in the crown about the same size as a 10p piece. We ended up having to do a total top and bottom rebuild of this engine, as the crankshaft bearing surfaces were pitted. After working at Didcot for a week 3 of us had the engine 75% complete and back in the engine bay. It then took another couple of months working weekend to finish the job. But now No 1 Engine starts within 2 second of pressing the start button when cold and since then she has performed very well.
We have very nearly finished the refurbishment of the interior. We removed the seating, stripped out all the old lino on the floor, and had new lino laid to what we think is the correct colour green, and had new Moquette made to the original pattern for the seats, and now the refurbished interior looks great. It cost somewhere in the region of £10,000 to refurbish the interior, by the time we paid to have the new lino laid, the seats re trimmed with the new material which cost £20 a yard, and you can only order 500 yards at a time. There is around 100 yards of material in the railcar. We also replaced all the old horrible BR red Rexene with some nice green Rexene. All we need now to finish the interior is some green curtains, which will be made and hung soon She will be operating on specific open days this year.


Attachments:
File comment: The arrangement of the driving cab
Green Leather Driving Cab Seat.jpg
Green Leather Driving Cab Seat.jpg [ 141.49 KiB | Viewed 5224 times ]
File comment: New upholstery in the largepassenger saloon
General view of the inside looking towards the luggage area.jpg
General view of the inside looking towards the luggage area.jpg [ 115.99 KiB | Viewed 5224 times ]
File comment: New upholstery in the small passenger saloon
The Oxford End.jpg
The Oxford End.jpg [ 95.69 KiB | Viewed 5224 times ]
File comment: the gearbox, you can see the AEC Triangle cast into the top
Wilson 5 Speed Gearbox.jpg
Wilson 5 Speed Gearbox.jpg [ 753.16 KiB | Viewed 5224 times ]
File comment: Layout of the fluid flywheel, which is exactly te same as the wartime RT's
Fluid Flywheel.jpg
Fluid Flywheel.jpg [ 728.23 KiB | Viewed 5224 times ]
File comment: An AEC A182 Series Engine 9.6 Litres 105BHP
AEC A182 Series Engine.jpg
AEC A182 Series Engine.jpg [ 785.12 KiB | Viewed 5224 times ]
File comment: GWR Diesel Railcar No22
GWR AEC Railcar.jpg
GWR AEC Railcar.jpg [ 768.34 KiB | Viewed 5224 times ]
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PostPosted: Tue Mar 06, 2012 3:42 pm 
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What a marvellous Job!


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PostPosted: Fri Mar 09, 2012 6:44 pm 
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Joined: Mon Jan 23, 2012 5:33 pm
Posts: 39
Thank you for the nice comment Stephen

She is one of 3 ex GWR Diesel Railcars preserved. There is no 4 in the GWR Museum at Swindon, which was built in 1934, and is one of the earlier Flying Bananas. Her body was built by Park Royal as were all the first 4 railcars, she also has a Buffet Counter and toilets inside. Then we have No 20 which is on the Kent & East Sussex Railway, and is undergoing a very major restoration. And we come to No 22 which is as you can see looks superb and sounds great too. I have added a few videos so that you can hear what she sounds like. I am actually driving in both the 2nd and 3rd videos, I am the person with the red hair and the big bald patch on my head.

Please feel free to ask me any questions



I am one of the 3 drivers in this video


I am driving her in this video


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PostPosted: Mon Mar 12, 2012 12:42 am 
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Joined: Wed Jan 11, 2012 7:29 pm
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Wow, that's brilliant. Many thanks indeed. We've now added a "Youtube" button, so if posting videos you can make use of it. We've done it for you here, so the videos show within the page.

(When using the new Youtube button, just include the number of the Youtube video and it will be displayed.... so, not all the code, just the number, which is the bit after the "equals" sign.)


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PostPosted: Mon Mar 19, 2012 11:14 am 
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Joined: Mon Jan 23, 2012 5:33 pm
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Thank you for doing that. she does sound great :D


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PostPosted: Fri Apr 20, 2012 12:33 pm 
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Joined: Tue Jan 24, 2012 4:44 pm
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Finally got round to watching the videos, I suppose it isn't really a surprise how RT-like she sounds, but it is impressive how healthy and powerful sounding. Wonderful!


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PostPosted: Mon Apr 23, 2012 12:04 am 
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Thank you Stephen we have spent a lot of time and effort making sure that she sounds as good as she does.

As for your comment about her sounding like an RT, that is hardly surprising, as mechanically she is 2 war time RT's, the engines are almost exactly the same. The war time RT's have AEC A185 Series Engines, coupled to a 4 speed Wilson Epicyclic Gearbox, where the 5th gear would be is reverse. Whereas the Railcar has 5 speed Wilson gearboxes, as the forward reverse select is done via a crown wheel & dog clutch on the inner bogie axle. There are a few differences between the A182's used on the Railcar, and the A185's used on the war time RT's. These are the A182 has a shorter oil filler pipe to the sump, they also have a smaller sump so as not to hit the head of the rail while bouncing around, and so consequently the oil is cooled by water, and the A185 obviously has a radiator fan fitted at the front of the engine, where as the cooling fans on the Railcar are mounted on the drive shaft either side of radiator. You can see one of the cooling fans just to the right of the fluid flywheel.


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PostPosted: Tue Apr 24, 2012 3:19 pm 
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Thanks for the detail, all fascinating stuff, and it's clear from it that the AEC-PRV bloodline in the mainstream British DMU development was the stronger by 1945 with GWR operating a squadron of these and only the one Leyland torque-converter railcar with the LMS.

Interestingly the Ulster Transport Authority were the last people to buy such and I wonder whether this was because of the LMS influence on their engineering practice; somewhat apocryphally Doug Jack says in the Leyland Bus (Mark Two) TPC Glossop 1984 that Leyland Motors Staff combed municipal bus depots and even scrapyards to get enough torque converters to fulfill this order.


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PostPosted: Fri Apr 27, 2012 10:55 pm 
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There was a series of Railcars built by AEC for the Irish Railways these were a 3 Car Unit and mechanically the same as the GWR Diesel Railcars.

http://en.wikipedia.org/wiki/GNRI_AEC_Class

So the concept of the GWR Diesel Railcar did strectch beyond the GWR and into Ireland


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PostPosted: Wed May 02, 2012 3:07 pm 
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After the GNR(I) vehicles and after the foundation of BUT but before the Multi-engined Deisels or Leyland pattern fior the UTA, CIE took into service a number of AEC/Park Royal DMUs basically similar to the GNR vehicles and part of the line descending from no.22.


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