94522/89, 94630 BR COVERED CARRIAGE TRUCKS
94522/89 and 94630 are British Railways standard design CCTs constructed in
1960-1 at the Earlestown Wagon Works. British Railways design to diagram 816, numbers
W94522 (041638) and W94589 (041641) built in 1960 are from a batch of 141 to lot
563. Number (E94630) 041640 built in 1961 is from a batch of 97 to lot 564. After
withdrawal from revenue earning service, transferred for use as Signal and Telegraph
Department stores vans and renumbered for internal user stock as 041638, 041641
and 041640 respectively. TOPS codes NOV, NPV and NPV respectively. Dimensions 40'
8" x 8' 9".
After British
Railways was privatised in 1997, the former Signal and Telegraph Stores at Wakefield
Kirkgate passed to Jarvis Rail and ownership of the Kirkgate stores depot including
its contents passed into the private sector. Subsequent rationalisation and efficiency
improvements of the signal and telegraph stores function resulted in the old Kirkgate
premises being closed and the stores transferred to more modern premises. The four
forgotten railway vehicles inside the depot were declared redundant and awaited
their fate.
The first of the three British Railways built Covered Carriage Trucks emerges from
its slumber and into the daylight again after over 20 years of captivity inside
Wakefield's former Lancashire and Yorkshire Railway, Kirkgate Goods Depot.
Photograph 538: Derek Mason
Wakefield
Kirkgate Goods Depot is a substantial building wholly commensurate with the size
of the town it served. Along the north side is a substantial covered way constructed
to protect the process of loading and unloading goods. The first covered carriage
truck 041641 is seen stabled underneath this structure awaiting collection by Allelys
Heavy Haulage and movement to Derbyshire. It has been secured by the use of the
lever handbrake fitted to these four wheeled vehicles due to their lower overall
weight. It can be seen here that the end of the CCT is identical to that of its
bigger brother the GUV. Although designed in the period of British Railways standardisation,
it can be seen that both the CCT and the GUV are straight sided and therefore cannot
utilise the standard Mark 1 door as does the full brake (BG). The doorway width,
at 5 feet, is therefore 1 foot wider than their standard Mark 1 contemporaries.
Photograph 543: Derek Mason
The vehicle
information panel on internal user 041638 (formerly W94522) shows all the relevant
operational details for use by operational staff, 041 indicates allocation to the
former Eastern Region of British Railways. Other items include Max speed (70), Length
inside (36' 11¼"), Width over Body (8' 3½"), Extreme Width (8' 6¾"), Extreme Height
(12' 4") and Distributed Load (10tons). WB indicates the wheelbase at 23' 6". Tare
Load is 17tons 6cwt. TOPS classification of this vehicle is NOV indicating it is
a standard CCT, i.e. one not modified for BRUTE traffic.
Photograph 533: Derek Mason
As can be
seen E94630 never actually carried its internal user identity (041640). TOPS classification
of this and 041641 is NPV indicating that they have both been fitted with chains
for use with BRUTE traffic. The CCTs' vacuum brake cylinders are interestingly only
18" in diameter rather than the standard 21", adequate due to the lower total weight
of these vehicles. The double fold doors seen on the adjacent vehicle allow them
to be opened even when coupled in formation. An additional downward folding section
supported by a flat section on the top of each buffer shank allowing vehicles to
be driven along the entire train.
Photograph 534: Derek Mason
W94589 now
internal user 041641 exhibits the later stencil lettering which appears much less
attractive but no doubt quicker to apply, additional maintenance due/shopping information
panels are also included (left). Note the former metal plated wooden chalk panel
above the number, some of these still displayed the last operational destinations,
a sticker on 041641 denotes "REDHILL TRANSFERS - BELFAST BIRMINGHAM LIVERPOOL CARLISLE".
Note also the Tare (unladen weight) is displayed as 17tonnes which is nearly 11cwt
less than standard, is 041641 different or is this simply a metrication error?
Photograph 536: Derek Mason
The 'Wakefield
Four' as arrived at Rowsley on the approach to the partially completed locomotive
shed. Note the double end doors and lower hinged section. A total of 6 buffers were
missing all of which have since been replaced.
Photograph 544: Derek Mason
Buffing tales,
Alan Taylor relates all ..... " In order to position three CCTs and a BG in the
Wakefield shed some of the buffers had been removed. Word got out that two CCTs
were for sale at Boothes in Rotherham and enquiries revealed that recovery of the
buffers was possible. We hired a van and when we arrived one CCT had already been
cut and lay on the floor in 2 feet sections. We needed six assemblies and all except
one buffer had been placed to one side for us. Fortunately we had one spare buffer
back at base! We loaded up the van and sped off back to Rowsley in time for dinner.
"
Photograph 547: Alan Taylor
continued
..... " After dinner we set about replacing the six buffers first by removing torched
rivets and replacing them with new bolts. Then the shanks were bolted on, the rubber
springs put together and the buffers reassembled, the securing pins were inserted
next day. The recovery and re-instatement process was completed within 24 hours.
Now you may think the buffers are some of the smallest items on a carriage, but
'by-eck they aren't 'arf 'evvy' ! "
Photograph 548: Alan Taylor
