GRCW BUILT CLASS 122 DIESEL RAILCAR IN PRESERVATION

The unit's last operational activity was working the Cornish branch lines. It was permanently coupled to 55012 because it was judged that the brake force on a single DMU was insufficient. Ironically, in preservation on the South Devon Railway 55000 proved so popular that it has been coupled to the driving car of a Class 127 DMU to provide extra train seating!

Along with two other Class 121/122s they replaced the ill fated "Skipper" class 142s although the four units were finally withdrawn in late 1993 when Class 150s became available and some Class 101 and Class 118 units were transferred in.

The four eventually found their way to Blackpool North Carriage Sidings where they stayed for more than a year. They eventually moved to MC Metals in Glasgow, ostensibly because they had asbestos to be dealt with.

55000 was put out to tender in December 1995. it was agreed with the South Devon Railway (SDR) that a single car DMU in present day livery would fit in well with the railway's educational activities in illustrating how the Ashburton branch would have been worked by BR had it not closed. it would also provide an economic way of providing off-peak and non main-season services.

It was decided that 55000 - the first of the class - would be a significant historic vehicle as it has a direct link to the Great Western DMUs. The Class 122 arrived at Buckfastleigh looking pretty careworn on 16 February 1996 to start its new life in preservation. Almost 12 years later to the day, it re-entered revenue earning service. But what it take to get it there?

Apart from the fact that it was gutted internally, it started up and the SDR Traction Group took it for a run down the South Devon Railway. To their surprise it performed well. The reality, however, was that when the situation was assessed in the cold light of day, it became apparent that they could do one of two things - quickly reinstate it and use it for a while, or give it a complete overhaul now.

"It seemed silly to put it back together only to have to take it all apart in two years time" Aldridge said, so he opted for the long road to restoration which would guarantee it at least another 20 years in traffic.

In common with a lot of other Mark 1 stock, all the bottoms of side panels were rusting through so they were cut out and new steel welded in. The floor of the guard's compartment had rotted through due to Sandite being baked in the area over the years. Again, new steel plates were welded in. followed by a coating to bring up the level. All the door frames in the guard's compartment were cracked and so the double doors would not open.

Aldridge managed to get new oak frames cut to the curved profile of the unit using the broken ones as patterns, and found some beautiful 6mm Finnish birch ply in 10' sheets for the ceilings.

55000 has plates on both solebars certifying asbestos removal at Vic Berry's in Leicester in 1988 before a rebuild at Derby in 1989 and repainting into Regional Railways livery. A fire at Berry's removed all traces of paperwork, meaning MC Metals had to strip the vehicle. check for asbestos and then have recertified. MC Metals made a very good job of packing the panelling it removed in the asbestos quest and indeed apart from the ceiling panels, which inevitably were wrecked, every item belonging to the unit was carefully laid out in the large saloon ready for reassembly.

Forty years of service, however, had split a lot of the panelling beyond economic repair. Both cabs and guard's compartment plus the small saloon and all the doors have had new panelling and new lino has also been fitted. Somehow all the seats and frames survived.

On delivery, Aldridge said, the group realised the wheelsets were finished. There was nothing much left of them to turn and re-profile. When at MC Metals couple of good bogies off another DMU were acquired. These have plenty of life left in the tyres. Also purchased were a couple of recently reconditioned Leyland 680 engines, probably off the same recently scrapped unit, along with other useful spares including final drives and shafts. The unit had a patched, life-expired exhaust system so they went for a stainless steel exhaust. Likewise the batteries had to be replaced.

This list of essential major repairs and replacements overshadows probably an even bigger list of minor component replacements, paint and various supplies which probably cost almost as much in total as the major items. Said Aldridge, "I am also a member of the South Devon Diesel traction Group which has a core of dedicated volunteers whose help, skill and experience have been invaluable."