All of the plywood roof between the two domes was stripped away. Much of the ply had delaminated with damp. The ash roof sticks were mostly in sound condition, and after soaking in preservative were all re-used. The steel carlines were all derusted, and painted appropriately. Several new carlines were added near the middle of the roof to support the weight of the trolley base.

A large steel plate which fits to the lower side of the trolley plank and is bolted to the trolley base with large bolts passing through the ash trolley plank was replaced because of excessive rust disintegration. New marine grade plywood was fitted down the centre of the roof between the two domed ends. For the sharp curves bending to the sides of the tram, laminations of bendy ply was used. All of the wooden section of the roof was then covered with canvas fitted in the traditional way, using paint, and with metal beadings covering all the edges.

Thoughout, the thick plywood and cork layer forming the upper saloon floor was generally in sound condition although water ingress had caused substantial rotting along its outer edges. This in turn had affected the ash cantrails running the length of the tram, and the pillars at almost all of the joints where they met. Replacing the cantrails and splicing in new ash to virtually all of the pillars was a major joinery feat. Thick new plywood sections were also installed along the floor edges. Sections of the ash seat rail also had to be replaced with new timber. Many of the interior plywood panels were rotted and removing rusted steel screws caused further damage. Consequently virtually all the side ply panels are new.

All the 16 curved ply ceiling panels were saved bar one which disintegrated through rot, and these were carefully treated with preservative. The original linen surface was retained and painted appropriately. The four 'canoe' shaped aluminium panels which fit on the ceiling at the domed ends were stripped of all corrosion (which meant losing their original linen) and new linen was carefully put back.

The advertisement panels over the end windows were refurbished and put back, along with original restored beadings. All the seats were removed and the leather cushions and backs stored. The steel seat frames were shotblasted to remove all rust and old paint, and then painted in oxide and undercoat. The aluminium pedestals were carefully stripped down, painted in acid etch primer, and undercoat then stored ready for eventual fitting.

Around 'A' end, the intricately curved ash cantrail around the end of the tram was found to be rotted and this was carefully replaced with great difficulty. Around the staircase, rot was detected in the pillars and sills of the lower saloon windows and more ash was spliced in. On the upper deck, the sills of the D shaped end windows were badly rotted through rain ingress, and all had to be replaced with new ash hardwood.

The three seized up winding mechanisms for the indicator blinds at this end of the car were removed, stripped down, derusted and cleaned out, and then reassembled in working order. Original 1950s indicators have been fitted to them. The indicator glazing was badly fitting with jagged edges and was replaced with 6 mm toughened glass with smooth edges, set in a waterproof sealant and the original beadings.

The small cupboard on which the air pressure gauges are mounted below the left of the driving position, was stripped down and the gauges cleaned and tested. After some new ash was incorporated, the cupboard was reassembled as new.