A very interesting discussion. It aligns quite nicely with recognised
heritage charters such as Burra (Aust.) ICOMOS-NZ, , Riga(Fedecrail).
The first two were designed more for buildings than "moving heritage"
but Riga is rail vehicle focussed. One of the issues is about whether
the item is being "conserved" as a static museum piece, frozen in time,
or to be returned to life as an operating tramcar. I suspect most of
us are aiming at the second rather than the first. The techniques
adopted can be very different.

THS in ChCh has prepared a detailed "conservation plan" to guide the
restoration of two of its tram bodies (Hills car no 24 and Dreadnought
trailer No. 118). These days such as plan is becoming essential to
secure funding.

The following extract defining "degrees of intervention" may be of
interest:


"6.8 Degrees of Intervention


All conservation work will be undertaken so as to ensure the minimum
possible intervention with the historic object as it presently exists.
Increasing levels of intervention are defined by ICOMOS as: maintenance,
stabilisation, repair, restoration, reconstruction and adaptation.


6.8.1 Maintenance


A maintenance specification will be prepared. The goal of maintenance
is to minimise future deterioration of the significant fabric of this
historic tram and trailer. The work specified will be funded on an
annual basis to avoid accruing deferred maintenance. Regular condition
monitoring is required to validate that maintenance has been adequately
specified and the work is completed to standard. See section 9.7
Maintenance and Repairs


6.8.2 Stabilisation


This is the arrest of the processes of decay, and will be the most
favoured conservation option because it involves no removal of existing
material.


6.8.3 Repair


This is the making good of damaged or decayed material. It will only be
used where stabilisation is not possible. Repair of material should be
with original or similar materials and to the same standards as
original. A technically higher standard of repair may be justified
where the life expectancy of the material is increased, the new material
is compatible with the old, and the cultural heritage value is not
diminished. New material should be unobtrusively identifiable.


6.8.4 Restoration


Restoration is the process of returning a item or place to a known
earlier state. This involves the reintroduction of genuine material
elements which were once part of this or similar trams but were later
removed. Where possible items should be restored using materials and
techniques appropriate to the period in which the item was produced and
used. The best scientifically approved contemporary substitutes for
such materials or techniques may be used if the historic ones prove to
be inadequate or no longer available.[1] <outbind://69/#_ftn1> As
there is sufficient information from plans, photos, research material
and from the tram itself, the reinstatement of missing elements without
conjecture, making restoration of this tramcar to its final era a
acceptable option.[2] <outbind://69/#_ftn2>

This report prescribes work that is essentially restoration for the car
bodies which requires returning them to an operating tramcar and
trailer.


6.8.5 Reconstruction


This involves the introduction of whole elements of new material where
loss has occurred. It will only be used where repair and restoration
are not possible. Reconstruction must be based on evidence not
conjecture. It should be with original or similar materials and to the
same standards as the original. A technically higher standard of
restoration may be justified where the life expectancy of the element is
increased, the new material is compatible with the old, and the cultural
heritage value of the tram and trailer is not diminished. Reconstructed
elements should be unobtrusively identifiable.



This report prescribes work that is essentially reconstruction of the
tram and trailer running gear including trucks, under floor brake gear
and controllers on No. 24.


6.8.6 Adaptation


Adaptation refers to changes required solely to meet continued use
requirements. The conservation of a vehicle of heritage value is
usually facilitated by its serving a useful purpose and possibly
generating some income, and this may require some change. Such change
should be determined in the context of a plan meeting ICOMOS principles.
In this case alterations and additions are only acceptable where they
are essential for continued use. Added mandatory safety equipment
should if possible blend harmoniously with the conserved or restored
item but the fact that it is an addition or alteration to the original
make-up of the item should be clearly indicated.[3]
<outbind://69/#_ftn3> In particular adaptation should not detract from
the significant qualities of the tram and trailer, it should be
reversible, and the disturbance of significant material should be kept
to a minimum.



Adaptation is presently required on these vehicles by the addition of
heaters and sound systems installed under the seats and an extra jumper
cable between the tram and trailer for the above. Should they be used in
the city additional features such as improved braking, stop lights and
turning indicators would be needed.


6.8.7 Interpretation


Interpretation is appropriate if it enhances public understanding of the
significance of these vehicles, while not compromising the values,
appearance, or materials, or intrudes upon value of the experience of
the tram and trailer to the rider.



Suitable interpretation for Hills car No. 24 and Dreadnought trailer No.
118 would be to use some internal advertising panels to describe their
significance. For greater in-depth interpretation, producing a
publication outlining the historic and social history of these vehicles,
and of the Cashmere Hills Line would be of value."



________________________________


[1] <outbind://69/#_ftnref1> Morgan D.T.: Riga Charter, FEDECRAIL

[2] <outbind://69/#_ftnref2> Kerr, J.S. The Conservation Plan, p.42

[3] <outbind://69/#_ftnref3> Morgan D.T.: Riga Charter, FEDECRAIL



Dave in ChCh, where standards of restoration have increased enormously
since we began over 40 years ago.


________________________________

From: TramsDownUnder
[mailto:TramsDownUnder] On Behalf Of Dudley Horscroft
Sent: Wednesday, 10 March 2010 8:52 pm
To: TramsDownUnder
Subject: Re: [TramsDownUnder] Re: Further thoughts on
restoration and reconstruction




Re-store
Re-construction
Re-novate

There are two other "re-"s to consider, re-pair and re-plica.

Building a W2 from scratch, irrespective of the materials used,
provided it appeared the same - stainless steel underframe,
fibreglass body on an aluminium frame, AC motors, would be a
'replica', again "provided it appeared the same". (Some might argue
about this!)

Taking a W2 from Preston and putting it in good order, same as
it was when taken out of service, is re-pair.

And fitting track brakes, or PCC bogies and motors, and all the
rest, so as to make it suitable for service today, is none of the
above, it is modernization. As someone said, it would not be a
W2.

And fitting a centre low floor section to a B2 tram would make
it a B3, and a very good idea. Ditto hanging a low floor section on
to the main body, articulated to the rest of an A class car.

Regards

Dudley

----- Original Message -----
From: "Matt" <msa_vianney
mailto:msa_vianney%40hotmail.com >
To: <TramsDownUnder
mailto:TramsDownUnder%40yahoogroups.com >
Sent: Wednesday, March 10, 2010 9:06 AM
Subject: [TramsDownUnder] Re: Further thoughts on restoration
and reconstruction

> Gents,
>
> Thanks for your thoughts. My question was prompted by the
article which suggested that W cars could be 'restored' with new
> equipment, wheelchair accessibility and so on. Such work could
hardly be considered 'restoration' as it isn't returning a tram to
> a given, earlier state. My idea was that restoration and
reconstruction both returned trams to the condition of a particular time

> period, they just differed in the amount of work done and
amount of new material used.
>
> Kym, your point about modern materials is one that I should
have considered earlier. It isn't possible to get paint made to the
> same specs as that used a century ago, nor would it make sense
to do so. Operational requirements call for different materials
> today, and I can't imagine that any group operating trams now
would be able to (or want to) replicate everything exactly as it
> was, especially when these things aren't able to be seen by
those who operate and ride the cars. Some compromise is called for and
> is fair enough.
>
> I asked the questions because I don't have modern experience
of tramway preservation and operation, and I'm interested in learning
> how it's done. Personally, I'd like to be well informed so I
don't talk rubbish; I don't have the experience but I'd like to learn
> from those who do. I was also curious as to whether the
questions were just about 'words', and whether it had an impact on
tramway
> preservation today. It's easy for those not in the know to
talk about things but I'm fascinated to know how it's actually done. So
> I thank you for your input.
>
> Long and the short of it - what is proposed by Mr McHarg isn't
'restoration', nor is it practical or viable.
>
> Cheers,
> Matt
>
>
>
> ------------------------------------
>
> Yahoo! Groups Links
>
>
>






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