5656 & THE 50th BIRTHDAY OF THE M1
During the cold days of January this year I (foolishly) asked Lloyd Penfold and others whether anybody was thinking of a repeat of an event last undertaken in November 1979 using our Midland Red CM6T 5656 to celebrate the then 20th anniversary of the opening of the M1, but another thirty years on. I have still not forgotten lying under this CM6T in a lay-by on the A45 on a cold November Sunday in 1979 when the 'repeat' run for members to London was undertaken, wondering why we had fuel supply problems; finally sorting that out took a long time (we were still learning).
Anyway we concluded that it would be a good idea to repeat this even though at that time no official celebration was yet planned. A cursory examination on the pit, also aided by a Class VI inspection list from Dave Parry some years beforehand revealed that its return to service was not going to be quick. (We should have parked it back up for the 75 year event, on the basis we would all be in our wheelchairs and only able to tell others what to do!) I suppose there is a moral here; parking a vehicle up from its last road use in 1994 is bound to be asking for trouble!
During the next few months many lengths of brake pipe and hoses were changed, together with renewal of a leaking brake accumulator cut out valve (this leak was in the 'lake size' variety, rather than a mere drip). A rear nearside hub and calliper overhaul was also performed together with a list too long to mention of other mechanical items before even considering presentation for a Class V test. Our first trip down the drive after doing the hub overhaul was rewarded by a lack of fifth gear. Yes, you can get into fifth in the length of the Museum drive but you have to have good brakes...
Knowing that this gearbox was overhauled in the dim and distant past by Eddie Gould (anybody remember putting it all back together at Warrington?) we surmised that it would not be a major problem but after determining it was not an electrical fault, we then decided that it was a hydraulic problem, probably a stuck actuator. Practising on a spare gearbox, I then carefully dismantled the top of the solenoid chamber on 5656 and with the engine running (and lying underneath, big mistake) manually selected fifth gear, and yes it was a stuck hydraulic plunger. Lloyd, having the easy job being in the cab was then asked to select neutral. I was then covered in a large quantity of hydraulic oil as the gear released, another set of overalls required. At least the problem was sorted.
The fuel system was thoroughly cleaned out and some of the 'emergency' fuel piping installed in 1979 was removed. Numerous electrical faults were rectified (there is a pun in there) by the patience of Lloyd, Peter welded some of the many cracks that were discovered and attended to some of the other furry bits and Kevin silvered the 'chassis', easing the finding of even more oil leaks. The bus was presented for a successful Class V test in October (the only home grown post-war Midland Red that can be roller brake tested because of its accumulator backed system).
This reminded me of a Class V test in 1979 with 5656 conducted at a certain establishment in Lytham St Annes in the days prior to Class V roller brake testing and the order of the day for checking brake efficiency was meant to be a properly calibrated Tapley meter. Instead the tester employed a house brick on the gangway; depending on which way it is stood up it can be used for both foot and handbrake efficiency checks (in later years I checked this method out, it is remarkably accurate).
By this time National Express had agreed to participate in the fiftieth anniversary celebrations and it then proved necessary to attempt to brighten up some of the duller parts of the paintwork. One large container of AutoGlym later it at least looked presentable and there is a rumour put about by James Munro that I was seen with a broom inside it...
On the day of the run and back to London she performed faultlessly (unlike a certain modern plastic coach in the services at Toddington) with only occasional slipping hydraulic pump belts to concern us, which were changed the next day in readiness for the 'BBC Midlands Today' trip. I am also impressed that Lloyd managed to fit in the same 'ice cream jacket' he used in 1979.
Since then, the water pump has developed incontinence and has been overhauled, together with a renewal of the brake hydraulic low pressure warning actuators which also developed leaks. The calibration of the replacement actuators in the Fordhouse Road outstation would have worried an HSE inspector. Doubtless further work will be performed during 2010.
My thanks to Lloyd for his patience (the light at the end of the tunnel kept going out), Peter, Kevin and Steve Whitehart (well he did sell it to us in 1978 with all those defects) and others. The reward of the trip to London was tremendous.
Jeremy Price
On the day itself, Saturday 31 October, Lloyd Penfold was our driver, having spent the previous week on Google Maps checking how the route compared to the last time he did it in 1979. On arrival at Digbeth we were joined by Roger Burdett's immaculate C5 and a modern National Express Scania K340 EB6/ Caetano Levante.
The trio took the original route as far as possible down the A45, M45 and M1. In London the shoppers and tourists waved as we travelled down Oxford Street and around Hyde Park to arrive on time at Victoria.
After a short stay, we re-traced our route back to Digbeth to arrive at dusk. Then our driver for the final leg back to Wythall was Steve Whitehart, one of the group who had originally purchased 5656 for preservation from Midland Red.
It was a great day out and the vehicle performed superbly throughout. Well done to the team involved in preparing the vehicle and organising the day.
Dave Taylor
Chapel Lane, Wythall, Worcs B47 6JX
Tel : 01564 826471 e-mail us
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