Author Archives: John D

195 – Chasewater Railway Museum Bits and Pieces

Posted on July 22, 2024 | Leave a comment

An opportunity presented itself recently to acquire by way of private purchase half a dozen items of local colliery railway interest. Not since the 1960s and early 1970s, when in that period a good relationship existed between the Railway Preservation Society and local National Coal Board management and which resulted in several donations of interest has the chance to obtain in bulk such star items for the museum collection. The third nameplate is that of Beaudesert from the little 0-6-0 saddle tank built by Fox Walker, works number 266 of 1875 supplied new to Cannock and Rugeley Collieries as their number 5. Beaudesert was the ancestral home of the Paget family who became Earls of Uxbridge before being given the title and Estate Marquis of Anglesey. Finally cut up in 1964 the other nameplate of the loco survives and is on display in Kidderminster Railway Museum.

Not much about steam locos in this article but an important part of Chasewater Railway’s history nontheless.. Written in the main by the General Manager at the time, Steve Organ with errors and omissions added by Barry Bull.

195 – Chasewater Railway Museum Bits & Pieces

From Chasewater News – Autumn 1996 – Part 3

***

Railcars on the Chase

27 Years of DMU Preservation

Steve Organ

The first ‘Modernisation Plan’ Diesel Multiple Unit vehicle to go into preservation was Gloucester Carriage & Wagon 1957 built Driving Trailer Composite (DTC) No.SC56301, which came to Chasewater from the Scottish region of British Railways at Easter 1969.  The vehicle was one of a fleet formed into two car sets which worked in Scotland and in East Anglia, as well as in the West Midlands.  The purchase was by the Railway Preservation Society (West Midlands District), as we then were, who had taken a lease on the line and trackbed at Chasewater which had formerly carried coal traffic.

The Park was being developed at the time by the local authorities keen to reclaim the spoil heaped, ruined landscape that had recently ceased production.  A preserved railway was welcomed, and so much traffic was being carried in very old and fragile stock we had inherited from the Colliery at Rawnsley, that a more modern vehicle was needed to take the load, relieving the historic stock.  The Gloucester, which seated 12 passengers in first class, and 54 in second was 57 feet 6 inches long and weighed only 25 tons.

Immediately on arrival at Chasewater, still in its recently acquired Rail Blue livery, with small yellow warning panel and 2-digit route indicator below the cab front window, the car was adapted with the buzzer circuit carried through the lighting circuit jumper and through to the locomotive which had a buzzer fitted to enable the vehicle to be used for push-pull working, with the Guard (or Coach Driver) signalling from the coach cab to the Loco Driver to stop, start, etc. by buzzer code.  Permission was received from the Railway Inspectorate to operate in this fashion despite there being no through vacuum brake, thanks to the simple communication system, the excellent look-out position for the Guard, his access to a handbrake and the line’s ‘U’ shaped gradient profile at both ends!

The DMU was a great success, and we no longer worried about the underframe of the train snapping!  The windows, large and almost continuous around the vehicle, together with the light green flecked Formica finish, and seating in vertically striped red and grey (second class) and blue and gold (first class), made for a very welcoming appearance, and the Chasewater system of working push-pull with DMU cars in conjunction with a steam or diesel locomotive was established.

The paytrain concept was adopted by BR in the sixties, and at Chasewater we often steamed on an unscheduled Sunday if the weather was fine (we only advertised trains every fortnight at this time), and used an ex Birmingham Corporation Transport Ultimatic ticket machine when the guard had to collect fares because no staff had been rostered for the station.  Often in the summer of 1974 with trains running over the then 300 yards of track and with only five minutes to collect up to 90 fares, I felt as though my thumb was dropping off by the end of the day operating that machine.

1974 saw the Gloucester painted into maroon, with a light grey roof.  A gold and white bodyside line was added below the windows in 1976.  1979 saw the front route indicator panel plated over, and a further coat of maroon paint applied.

In 1979, the Board identified two needs which could be satisfied with the purchase of a further two vehicles, firstly to use one as a ‘Railway environment’ buffet, and the other for use as a bar car, to be attached to the passenger train on busy or festival days.  A two-car Wickham-built set, recently used as a General Manager’s Inspection Saloon was identified and purchased for £1500 plus VAT and transported by rail from Leeds to Wolverhampton steel terminal, then by road to Chasewater.

The Wickham two-car set had been converted into an inspection saloon car for the General Manager, British Railways Eastern Division, in the mid-sixties.

The diving motor brake second (DMBS) was No.E50416, 57 feet long and weighed 27 tons 6 cwt.  Stripped of its original interior, a kitchen had been fitted in place of the original Guard’s compartment, and the Guard’s vestibule end windows had been plated over.  A corridor ran from the gangway around the kitchen.  The engines (two 150 HP BUT Leylands), transmission and general mechanical condition were fairly good.

The driving trailer composite, No.E56171, was 57 feet long and weighed 20 tons 10 cwt.  Again, this vehicle was internally stripped for its inspection role, and was altered thus:  one of the two toilets was removed and replaced with shelves: two huge seats, each 3’ 6” wide were installed next to the toilet, adjacent to a vacuum stand pipe, emergency brake handle and vacuum gauge.  A single compartment installed and folding steps complete with vacuum pipe release trips (to prevent the train from moving whilst the steps were down) installed below the passenger doors.  Both vehicles had had the passenger doorways nearest the front of the vehicles removed and plated over.

Both vehicles had aluminium bodies over angle-iron frames and were in good condition, however the gutters leaked and the gutter strip was eventually replaced – steel gutters fitted against aluminium bodysides need only water to start electrolytic transmission, resulting in bodyside holes against the gutter.  (This was a problem we would encounter again later with the 1994 acquisitions).  The doors were however a problem, with only a short production run, softwood frames with an aluminium skin were fitted, rather than the more normal single cast alloy that are on so many DMUs, so warping and rot were a constant problem.

At the time of the Wickhams’ arrival, the Company was suffering certain problems.  The Society, which was the group founder, had formed a company in the early seventies for the purpose of administering the public services provided by the group, a YOPS (Youth Opportunities Programme) scheme was in progress, and the two parts of the group failed to see eye to eye, the result being ultimately that the volunteer-led Society failed to co-operate with the ‘employees’ of the Company.  The track fell into rack and ruin and Society morale dissolved, members feeling squeezed out by the ‘Company’.  Of course, in reality the two needed to co-exist.

The planned use of E56171 as a second train vehicle was not proceeded with, although a rudimentary bar, built in the Officers’ compartment, did see several static days of service in 1981, and after a few excursions with E50516, as a DMU was laid up.  E56171 was however opened as a static buffet in 1981, parked against a sleeper-built platform.

1982 saw the Railway close down.  The condition of the track was awful and volunteers had disappeared, also a huge debt had been run up by the YOPS scheme.  The platform at Brownhills West was declared unsafe and demolished under the Company’s auspices, only to be found to be almost indestructible (but too late, the track had been removed and the ground excavated).  The group’s only income for the next three years was from the static buffet car E50416 and very little of significance occurred on site.

1985 saw a new start for the Railway.  A new Company was designed, and only a week after incorporation was registered as a Charity.  The aim was to incorporate the assets and accumulated debts of the old Company and Society, safeguarding the vintage stock and line, and to address the debt, so that things could start moving away from the moribund state.  With the track re-laid in concrete sleepers and a few of the old volunteers in harness, trains operated again for the first time in three years in October 1985.

The Gloucester car was repainted – yes – maroon again! And the now very worn maquette was replaced by yours truly in his first stab at upholstery.  A straw and green cloth was used in the Second class and a deep purple in the First.  Care was taken to retain and renovate all the other original fittings, wall covers, etc.

For the 1986 season both Wickham cars were repainted into – you guessed it – maroon to match the Gloucester.  The buffet car remained static, but the now derelict E56171 was re-worked, starting with the replacement of19 windows which had been smashed during its three years of abandonment.  A new large bar was built, and original pattern ‘curly back’ seats arranged around tables.  An open lounge area was created using seats from BR Mk ll carriages and the Officers’ compartment was fitted with First class seating from a Mk l carriage.  Whitsun Spring Bank Holiday) 1986 saw the car in service with the Gloucester on the now 400 yard shunt.

One special problem had arisen during the carriage repairs; a mechanical and structural survey had shown them all to be very contaminated with blue asbestos in the body side and roofs.  A solution to the inevitable eventual stripping cost, at that time estimated at around £15,000, meant that something would have to be done!

From ‘Letters to the Editor’ Winter 1996 Chasewater News

While browsing through the next magazine to see if there was a part two to Steve Organ’s article (there is!) I came across this letter from our Museum Curator, Barry Bull.  I decided to include it here to save any long-standing members commenting on any errors.

Dear Sir,

Having just received and read the Autumn 1996 Chasewater News I would like to add a little background detail and correct a few inaccuracies in Steve Organ’s article ‘Railcars on the Chase – 27 Years of DMU Preservation’.

I’m afraid that Steve has exaggerated by some 4 years here as the Gloucester trailer E56301 did not arrive at Chasewater until May 1973.  As the E prefix indicates it came from the Eastern Region and not, as Steve suggested, from Scotland.  The vehicle was on open tender from BR and lay at March, Cambridgeshire.  We had been looking for a suitable vehicle to relieve the use of the Maryport and Carlisle six wheeler and the 16 ton GWR Brake van on passenger services, and needed something suitable for push-pull use, the Gloucester, as Steve mentioned was just right.  Our bid of £330 with our proviso that this included removal at BR’s cost to our nominated place for transfer to road transport (Long Street, Walsall) was accepted.

However, before the Gloucester trailer arrived at Chasewater, we could have disposed of it!  The North Yorkshire Moors Railway had acquired off the same BR tender list two Gloucester power cars and just one trailer.  As you can imagine they were probably a trifle peeved at having lost a trailer and we were duly contacted with a request to forego our new acquisition.  Our response was to give the NYMR a short time to provide and transport to Chasewater at their cost a similar suitable vehicle with an amount of cash to be paid to us for our ‘inconvenience’.  We received no response and the Gloucester duly arrived at Chasewater with its road journey from Walsall featured on the local independent TV News, thanks to Paul Mason who apparently drank in the same pub as Bob Warman.  At least one RPS member who knocked a day off work to help in the operation was spotted on TV and got into a bit of bother at work the day after.

It wasn’t until 1977 that the Gloucester was repainted maroon, with the work being done by outside contractors, just in time for the Queen’s Silver Jubilee celebration when we ran in conjunction with a local Brownhills West street party and we squeezed in 108 passengers on one run.  It was around that time when Adrian Pearson took the photograph of the Neilson together with the Gloucester which John James had 5.000 postcards printed at a cost of just 2.8 pence each.  John stood the cost of these cards himself as the Society couldn’t afford the bill.  I wonder how many are still left to sell?  (Enough. Ed.)  (All gone now, given to young visitors as a memento and much appreciated.  CWS).

The Wickhams were inspected as lying at Stourton, Leeds and I must admit to being keen on them as soon as I saw them there.  The purchase price I seem to recall was £1,000 for the power car and £750 for the trailer – plus I suppose VAT.  The deal was concluded by Derek Cartwright then working on the YOPS programme at Chasewater.

Finally may I congratulate you on the quality of the Chasewater News these days including the photographic reproductions.

Barry Bull

                                                      In through the farm gate                                                                                (Transport photos from Laurence Hodgkinson’s Collection)

‘Nuttall’ 0-6-0 ST, HE, 1683-1931. Cannock Wood 2-3-1963

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , , , , , , ,

194 -Chasewater Railway Museum Bits and Pieces

Posted on July 11, 2024 | Leave a comment

‘Marquis’ No.1 0-6-0 ST Built by the Lilleshall Company in 1867 Cannock and Rugeley Collieries.

194 – Chasewater Railway Museum Bits & Pieces

From Chasewater News – Autumn 1996 – Part 2

From the Board Room

David Bathurst – Chairman

More Health & Safety Matters

Issues concerning health and safety in its wider context continue to give rise for anxiety for the Board.  In my article in the previous edition of ‘Chasewater News’, I devoted much attention to the work undertaken on the Railway’s Risk Assessment.  The production of such an assessment is in itself a form of self-audit, but its importance lies equally in its acceptance by the working members and their commitment to follow the procedures prescribed for each aspect of the Railway’s activities.

It is important that our working members know, rather than assume they know, the approved procedures.  The majority are, of course, straightforward common sense.  The underlying theme is to ensure, as far as is possible, that the Company operates its trains (and all ancillary activities) safely for the public visiting the Railway, our passengers and – especially – our working members.  In pursuance of these objectives, relevant extracts from the approved Risk Assessment are shortly to be distributed to working members.  Our practices and procedures need to be kept under review; the Risk Assessment is not merely a document to be kept under wraps in the office.

The Risk Assessment also requires the Company to improve its record-keeping, particularly in relation to those areas governed by legislation or regulation.  Responsibility for maintenance of such records will rest with the Company Secretary, although he will have the power to delegate such responsibility where appropriate.  In the first instance, the opportunity has been taken to produce a fully updated and comprehensive list of working members.

1996 Rule Book

By the time this edition if ‘Chasewater News’ is published, all regular working members will have received their personal copy of the much-awaited 1996 Rule Book.  The Company’s Rules and Regulations complement and form part of the Risk Assessment (and vice versa) and considerable emphasis is being placed on the need for working members to know and understand them.

Crew Training

For far too long, the Railway has had to rely on the availability of just two steam locomotive drivers, whose dedication to duty has exceeded all reasonableness.  Under the umbrella of the approved training programme, action is being taken to increase the number of ‘qualified’ footplate personnel so as to spread the load somewhat.  Not only have a significant number of members been ‘authorised’ by the Company as footplate and train crew, but also arrangements are now in hand for examination of footplate personnel by external qualified assessors.

The Rail Regulator

It may come as a complete surprise to learn that the extension into Norton Lakeside Station and the station itself currently have to meet (in theory at least) the requirements of the Railways Act 1993.  The Act comprises no less than 154 sections and 14 schedules!!  This is a consequence of the station having opened subsequent to the 1st April 1994.  However, the Company has made a formal application to the Office of the Rail Regulator for exemption from the provisions of the 1883 Act and a response (hopefully favourable) is now awaited.

Policy Statement 1996

The Board has approved a document which effectively represents the Company’s non-financial business plan for 1996 and onwards.  Members may find it to be of interest and it is accordingly intended to publish the entire document in a forthcoming edition of ’Chasewater News’.

Running and Restoration Agreements.

Again by the time this edition of ‘Chasewater news’ is published, the first formal Running Agreement will have been entered into between the Company and a private owner of an item of rolling stock.  Much work has been undertaken ‘behind the scenes’ in finalising both Running and Restoration Agreements, which are based on the document kindly provided by PeakRail.  These will be mandatory in relation to all items new to the Railway, but it is also intended for them to be offered to existing private owners of stock at Chasewater so as to establish a clear understanding between the parties.

Lichfield District Council

It is some little time since I set out in ‘Chasewater News’ a note of the wide range of issues outstanding between the Railway and Lichfield District Council (LDC).  I explained then that certain issues could not be resolved until a decision is forthcoming on the BNRR (M6 Toll).

What I could not have anticipated was that the non-BNRR issues have moved no further forward since the date of the previous article.  Despite letters to and meetings with the LDC, some very important (to the Railway) matters appear to be languishing in the Council’s offices.  These include (as examples only) our application to extend beyond the current lease and the prospect of resurrecting the LRO application.

Such is the Board’s concern over this wall of silence, that Steve Organ, Les Emery and myself held a private meeting in June with the LDC’s Chairman of Development to describe the Railway’s ‘disappointment ‘ at the Council’s apparent disinterest in our future – or at least disinterest in responding to letters regarding our future.  The meeting was followed by an exchange of correspondence.  It remains to be seen how the Council will react but it has to be said that an increasing number of Chasewater Railway members are beginning to wonder whether the Council and the Railway are following the same agenda.

Traffic Levels

So far, these ‘From the Boardroom’ notes have dealt with some rather dry and dusty matters.  To redress the balance somewhat, it is pleasing to say the least to report a significant improvement in all aspects of our core business so far this year. The number of passengers has increased steadily.  In consequence, revenue from fares is up, the buffet is attracting far more customers, and shop sales have increased accordingly.  There are some (although they would not wish to be identified publicly) who have actually detected a slight smile on the face of the Financial Controller.

It is difficult to identify, let alone understand the reasons for fluctuations in traffic.  Comparisons between relevant dates year-on-year can lead to much head scratching.  We must be doing something right, however, if the figures to date are anything to go by.  Of course, our income compared with the first division preserved railways is insignificant, but improved revenue will at least enable us to discharge our ever-reducing external debts and modest bank overdraft.

P Way News – Arthur Edwards

Since the last news letter maintenance has continued at a steady pace on the current running line.  Fencing is a perennial problem especially around Norton Lakeside Station with a number of sections being continuously cut down by the general public so that they do not have to use the designated route across the trackbed.  They feel it is easier to use the railway bridge instead of the footbridge alongside, and further means will have to be implemented to discourage them from this practice.  It might be possible to utilise some of the metal fence panels which are behind the buffet to strengthen the platform fence.

The first batch of weedkilling went well, but it will require another go at it later this year to really get on top of the problem.  A different mix is to be tried out in an attempt to kill back the blackberry runners which keep on invading the cleared trackbed, also the problem of bracken on the embankments to Willow Vale bridge has to be addressed.  It could be possible to instigate a regular policy of firing off the banks in order to allow grass to grow through and so reduce the risk of fire hazard.

Some work has commenced on the extension to Three Ways Junction (the end of our current lease) to get it ready for the expected ‘track bash’ over the winter.  This work has included trimming back some of the overgrowing hedgerow and generally tidying up the site.  Some elements of the track fittings have arrived from the aborted site in Wolverhampton and we are now awaiting the sleepers and track from an alternative site in Wales.

Brownhills West Notes – Kim Wilkes

Station Buffet

Regular visitors to the Railway cannot fail to notice that the dining area of the buffet was transformed over last winter.  The new curtains, menus and flowers on the tables add to the effect.  This year’s success in the buffet has only been marred by some break-ins, but work done on the shutters, etc. should help.  A rota of catering assistants to cook and serve the excellent food would ease the load of the current ladies who staff the buffet at present.  Also required are more home-made cakes which have proved popular this year.

Can you help?

Gardens

Again, regular visitors to the Chasewater Railway cannot fail to notice that the flower beds and planted areas are looking much tidier, thanks to the hard work of one of our newer members, Joyce.

Museum and Shop

Due to a large amount of vandalism and theft over a period of time, the museum has remained closed to the public.  Repair work to the LNWR 50ft brake (museum coach) is under way courtesy of Gary Kay, and as work progresses it is hoped that the small relics collection can be displayed to the public in the not-too-distant future.  The shop is still housed in the booking office at the present time, but as the steel roller shutters have now been installed on the new block it is hoped that what was going to be the general office can now be converted into a new shop area over the winter period, so allowing more space for a wider selection of items to be sold.

Barclay Loco ‘Invicta’ at Lakeside. Picture donated by David Bathurst, 2012

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , , , , ,

Chasewater Railway Museum July 2024 Newsletter

Posted on July 5, 2024 | Leave a comment

Holly Bank No.3 at Chasewater Heaths, 29-06-2024

Barclay Loco ‘Colin McAndrew 1223-1911 at Brownhills West, Coal Train Day. 21-06-2015

Leave a comment

Posted in Newsletters

Tagged , , , , , , , , , , , ,

193 – Chasewater Railway Museum Bits and Pieces

Posted on June 27, 2024 | Leave a comment

‘Vanguard’ 0-4-0ST Peckett 1491-1917 Brereton

193 – Chasewater Railway Museum Bits & Pieces

From Chasewater News – Autumn 1996 – Part 1

Editorial

As the running season gradually winds down, the working members can look forward to another winter of further extension work and getting on top of the ongoing maintenance.  As the number of working members has increased, the overall appearance of the railway has improved.

A large new sign on the A5 entrance to the park means that a large number of the general public have visited the railway for the first time, with the usual comment ;I only live up the road but I never knew you existed’.  This in conjunction with a board at the entrance to the park advertising our excellent buffet service as well as train rides seems to have brought more people up to the top end of the park instead of them staying by the swings and slides.  The overall reaction from the first time general public visiting us is very favourable, which can only reflect on the working members generally.

The vacant position of Publicity Officer has been filled by Kim Wilkins and she has made a start on getting the running dates published in the railway press.  This is probably one of the most unglamorous jobs on the railway with a lot of effort going in for what can seem like very little reward.  I would like to thank the previous holder of this post, Keith Day, for all the effort that he put into the job when he was doing it.

On the subject of members, as of the date of this magazine, we currently have the largest number of members in the Railway’s history with nearly 150 magazines going to different households, and this translates to approximately 250 current members.

Thursday 12th October saw the running of a special service train to Norton Lakeside Station for the planting of a Silver Birch tree in memory of Geoff Young, whose funeral took place the previous Friday at Sutton Coldfield Crematorium.  A good proportion of working members attended as well as members of Geoff’s family for an oration and prayers.  Geoff’s wife Brenda scattered Geoff’s ashes across the causeway.  I’m sure that I speak for all the members of the Chasewater Railway in giving Brenda our deepest condolences at her loss.

Chris Chivers.

Loco Shed News

With the running season nearly over, the mainstay of the steam services have been carried out by No.4 Asbestos.  The coal from Hatfield Colliery has proved to be a good British alternative to the Russian coal purchased in the past.  The small size of the coal which was brought in as it was primarily to be used in the boiler of the Sentinel, and any further purchases will be made in a size to accommodate both the larger grates of Asbestos and any further restored locomotives.

 The loco shed has also had installed an oil fired heater and ducting and this should provide a warmer environment during the winter months.

Steam Locomotives

No.4 Asbestos – With the coal problem sorted out, Asbestos has performed well during the season.  Several new firebars have been purchased to replace a number of banana-shaped ones and several of the tubes have been replaced over the season.  One of the springs has been mended and the pressure gauge has been re-calibrated and certified.

No.5 Sentinel – The repairs to the Sentinel have been progressing at a steady pace with the damaged area cleaned out and the front casting being inspected to find out the easiest way to mend the front casting of the locomotive.  The front drive sprockets have been straightened out and the broken links of the drive chain have been de-greased.  The rest of the drive chain has also been cleaned up in readiness to be re-assembled.

No.11 Alfred Paget – Work is continuing at a steady pace on the restoration of this locomotive and the fund raising efforts of the group are doing well.  The boiler has now received a coat of primer to prevent any further rusting.  The badly rusted base of the front boiler that sits on the steam chest has been cut away and a new piece of metal has been curved and welded into place.  Various fitting studs on the firebox have been removed and the facings have been cleaned up and given a liberal coating of grease.

S100 – Work is still progressing at the usual rate, slow but steady, and Tony Sale is gradually putting more and more bits back onto the frames.  It is still hoped to have S100 back on its wheels in the no too distant future.

Diesel Locomotives

Fowler diesel hydraulic No.422015 – The Fowler has had a number of outings this year on passenger workings.  It continues to receive minor attention during the season and has held up well.  Sooner or later the Fowler will need a major overhaul to cure the problem of ‘clag’ that is chucked out while running.

Fowler diesel mechanical No.410013 – A final coat of paint has been applied to the locomotive and the front cover panels have been replaced.  The engine still needs some attention as well as the drive shaft.  There is still no final date on when this loco can be returned to traffic.

L & Y No.1 – Work is still continuing on finishing the rebuild of the engine with further parts being obtained from our friends at Dormans.  As soon as the body can be removed from the bay platform road then it can be shot-blasted and painted.  The buffers have been removed to the shed where they have been stripped down and the springs cleaned and oiled.  As they have been rebuilt they have been painted, waiting to be re-united with the chassis.  Most of the brake gear has also been removed from the body to be cleaned and re-assembled.

No.21 – The first attempts to run the engine have met with mixed results.  The problem seems to be with the timing chain set in the wrong position.  This is being rectified but it could mean a new head gasket being required for part of the engine.

DMU Set – Cars 51412 and 51370 have now been reunited.  They are currently having the roof painted light grey and the body is being painted green, the handles white and small yellow warning panels fro the front and rear driver’s cabs.  The rotten portions of the bodies are being replaced as well as the route indicator being converted to four digit route indicator, before work starts on the interiors.  Car 51412 is also receiving attention to the motors and control circuits.

Ruston Hornsby DM48 – The latest addition to the Chasewater diesel fleet has now had the body stripped down to allow access to the engine.  A start has been made on locating a new cylinder head and various other parts.

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , , , , ,

192 – Chasewater Railway Museum Bits and Pieces

Posted on June 21, 2024 | Leave a comment

Please note – the Museum will not be open this Sunday – 23-6-2024

‘Asbestos’ Hawthorn Leslie 0-4-0ST 2780-1909 Passing the engine shed, before alterations!

Picture donated by David Bathurst

192 – Chasewater Railway Museum Bits & Pieces

From Chasewater News – Summer 1996 – Part 3

P Way News – Arthur Edwards

Since the last article was published the P Way gang has had a number of new members join us and the extra manpower has enabled us to carry on a number of tasks at a greater speed than originally planned.  This has enabled us to fence in an area next to the lower compound entrance gates, so we now have a fenced in area for the storage of rail and other heavy items of P Way material.

Also the fence from the foot-crossing between the two compounds to the bottom compound has been realigned to allow the relaying of the sidings alongside the shed road.  Work is also in progress to design the layout of a head shunt behind the current shed therefore allowing access to the shed from both ends.

Further down the line a number of fence posts have been replaced where they were broken down by trespassers onto the running line and along with bits of hedge growing up alongside is starting to make things much harder for the local idiots.  The only bit of bad news about this fencing is that we can no longer use barbed wire where the public footpaths or public areas come up to our fence.  I have mixed feelings about this as I know one or two of the members would like to use razor wire backed up with land mines!!

With the first decent spell of dry weather the perennial job of weed killing was carried out, and not before time as the track was starting to disappear beneath the undergrowth again.  It has been proposed that a further application of the poisonous stuff be applied sometime later in the summer – weather permitting.

The P Way gang meet every Sunday at Brownhills West Station from 10.00am onward.  Come and join us!!

Neilson Saddle Tank No.11 – Paget’s Progress – by Paul Whittaker

Neilson 2937/1882

Alfred Paget at Chasewater – June 1978

On the 13th January 1996, a freezing cold morning of -5ºC, I started the hard slog of removing the boiler tubes from No.11.  After many a bruised finger and some colourful language, not to mention seven weekends at it, the final tube fell free from the boiler tube plate at 4.00pm on Saturday 6th April.

After long deliberation and much discussion I and several co-workers concluded that the next move would be to remove the water tank, thus allowing access to the boiler for closer inspection.  As the cost of a crane was as yet out of our reach, we proceeded to jack up the tank until such time as it would be possible to slide it safely down two lengths of rail to its resting place on the platform in the engine shed compound.

The next job was to remove the boiler cladding and insulation, a dirty job but it had to be done.  Meanwhile amongst the organised chaos that is generated when stripping a steam locomotive down, we removed the dome plate.  This was in order to provide access to the interior of the boiler for a very slim young man, otherwise known as Christian Hatton to get inside and remove the remaining collapsed tubes, and around 3cwt of rust.  While all this was going on, the washout and fusible plugs were removed from the firebox.  The steam cleaner proved to be invaluable in removing the rust and crud from the water jacket around the firebox.  As a result of all this, the boiler is now ready for the boiler inspector to cast a cursory eye over it a prelude to a proper test inspection.

As work progressed on No.11 that magic word ‘money’ reared its ugly head again, and after some serious consideration my very good friend and colleague David Borthwick and I decided to start a fund to raise the necessary cash to renovate Alfred Paget, and entitled the fund ‘Neilson Steam Aid’, to which my good wife Janet will administer and collect donations.  In addition to this, Dave has put together a Stock Book, which documents basic information on most of Chasewater Railway’s rolling stock and locomotives.  This booklet is on sale in the station buffet at 75p per copy.

On a more personal note, I would like to say that I am overwhelmed by the help and support, to say the least, and of the amount of technical information that I’ve received from fellow members at Chasewater, without which I would have been like a beached whale.  And so I would like to take this opportunity to sincerely thank all of those involved with the on-going renovation of Neilson Saddle Tank No.2937, otherwise known as ‘Alfred Paget No.11.

Alfred Paget last steamed in 1982, and is still a way off yet – in 2012.

Class 08 and Bagnall ‘Linda’ 2-3-2011

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , , , , , , ,

191 – Chasewater Railway Museum Bits and Pieces

Posted on June 18, 2024 | Leave a comment

The Museum will not be open this coming Sunday, 23rd June 2024

‘Hanbury’ No.3 Peckett 0-6-0 ST 567-1894 Crossing Brownhills Road, Norton Canes.

191 – Chasewater Railway Museum Bits & Pieces

 From Chasewater News – Summer 1996 – Part 2

From the Board Room

David Bathurst – Chairman

Health and Safety Matters

Those of our members who are associated with other preserved railways cannot fail to have noted from their magazines the increasing importance of health and safety.  This sudden interest in safety awareness is neither coincidental nor accidental, it is a direct consequence of legislation.

Along with our sister organisations, we have had to prepare and submit a Risk Assessment for approval by the Health and Safety Executive.  To operate as a passenger-carrying railway without having obtained the necessary acceptance of our Risk Assessment is unlawful and would expose the ‘management’ to prosecution.

Our Risk Assessment, underpinned by the proposed revised Rule Book, is now in the hands of HMRI for consideration and, hopefully, approval.  In the interim, the Company is in possession of a temporary exemption which permits us to operate lawfully pending a decision by the Health and Safety Executive.

This situation has arisen in consequence of the Railway (Safety Case) Regulations 1994 (SI 1994 No.237) which applies to all passenger-carrying operators, including operators of heritage railways.  Despite the ‘universal’ nature of the regulations, it has been generally recognised that the safety implications (and risks) associated with a preserved railway such as ours, operating with a 20 mph speed limit, are significantly different to a railway running trains at 125 mph.  Yet in many respects the considerations are the same – it is only a matter of differing magnitude and scale.  For example, the need for operator protection when using electrical equipment is as important to a Chasewater Railway volunteer as it is to a RailTrack employee, the risk to the individual at the time is the same if something were to go wrong.

Most of us have a degree of cynicism regarding the ever-increasing effects of legislation on our day-to-day operations.  The ARPS and other supportive bodies have fought hard (and are continuing to fight) on our behalf to ensure that preserved railways are protected against some of the more onerous obligations being placed – quite properly – on our bigger brothers.  For this we are most grateful.  But at the same time we need to recognise the simple fact that running trains – in its widest definition – is potentially dangerous.  We need to ensure to the utmost best of our ability that risks to both the public and our members are minimised and that our practices and policies are driven by safety considerations.

To some degree it’s a matter of good sense and adopting practices which will ensure our safety – whether during the lifting of sleepers, working on the footplate, or preparing sandwiches in the refreshment room.

The preparation of the Risk Assessment involved a number of ‘key players’ with Andy Mould taking the lead.  As the process developed, the point of the exercise came more clearly into focus.  The document includes a commitment to introduce changes in certain areas of activity, including accountability and the maintenance of proper records.  Sometimes it proves very valuable to examine carefully what we do, why, and how ‘dangerous’ it is and how we might make changes to reduce potential risks to volunteers and the travelling public.

During the forthcoming months, it will be necessary to introduce the changes required to honour the commitments contained in the Risk Assessment.  Most will be self-obvious improvements in our working practices and procedures.  Those members or groups of members affected by such changes will be informed directly and as widely as possible so that there can be no areas of doubt or uncertainty.

Stop Press

The following is the text of a letter dated 13th May 1996 from the Health and Safety Executive:

“RAILWAYS (SAFETY CASE) REGULATIONS, 1994

Further to your conversation…. On 24 April, I am pleased to inform you that the Health and Safety Executive has now completed its evaluation of your application for exemption from the above regulations, and has found it satisfactory.  Accordingly, I enclose a certificate exempting the Chasewater Railway from regulations 3, 4 & 5 of the Railways (Safety Case) Regulations, 1994.

The assessor also asked me to commend you on the responsible approach towards the running of (the) railway which is demonstrated in your application.”

How we look to others

In the past, our Railway has been criticised for its ‘appearance’.  We have been seen as just a little short of a scrapyard.  Not that we are on our own!  Such is the very nature of railway preservation, with locomotives and rolling stock at various stages of dereliction (with little or no prospect of restoration ‘within the foreseeable future’) and a whole array of items and equipment which might, perhaps one day, fins some form of use.

1996 has been declared a year of good old-fashioned consolidation, presenting the opportunity of finishing unfinished jobs without the distraction of some major enterprise.  Looking over the site, particularly at Brownhills West, the scale of improvements is immediately apparent compared with say, 12 months ago.  A concerted effort to tidy the whole place up is producing dividends at last.  The amount of rubbish and scrap disposed of has been impressive, to say the least.

We still have a long way to go, however.  Some (perhaps even ‘most’) of our working members still seem unable to adopt the culture of tidiness.  My message is worth repeating: please do not simply leave YOUR rubbish for someone else to clear up.  And if you see rubbish, litter and the like – particularly in the station areas – please take the trouble to pick it up and drop it in a bin.  Empty drinks cans littered around the site leave an appalling impression.  Take pride in your railway.

The 1996 Annual General Meeting

The 1996 AGM agenda was completed in just 6 minutes.  As a formal business meeting it began at the appointed time; those who arrived late missed it!  I am delighted to welcome Arthur Edwards to the Board as a Company Director.  His support has always been much appreciated and I am confident that Arthur will have much to offer to the future management of the Railway.

For those present at (or arrived later) the AGM, perhaps the more interesting part was the traditional open forum which followed and resulted in discussions on the usual wide range of subjects.  The thorny problem of vandalism generated quite a lot of feeling.

Social Evenings

My personal commitments cry out for the introduction of an 8-day week (but with a 3-day weekend of course).  Thus, I cannot attend every event, much as though I would wish to.  But how pleasing it was to join so many working members and friends at the April Social Evening, with some interesting slides and a pleasant drink or two on offer.  The Railway can only be strengthened by such events, especially as the older members in particular have a massive fund of knowledge, information and anecdotes to share with our colleagues.

“Chasewater News”

Building on the excellent work of his predecessor, our current Editor is producing a magazine which is going from strength to strength.  Of course, access to modern technology is the key to the appearance and layout of the magazine – despite the curious effects which from time-to-time result owing to the use of an American spell checker!

Appearance and layout are two aspects only.  The Editor can only produce an interesting magazine if he has the materials to include.  On his behalf, can I make a plea to members to provide articles – especially articles about the Railway itself – for inclusion in the magazine.  Don’t worry if you think that your grammar or spelling is poor, it doesn’t matter.  Chris will ensure that your material is corrected before publication (well, that’s the theory at least!).  Similarly, if you have any photographs (whether ancient or modern) which might be of interest, then please let Chris Chivers know.

On the Volunteer Front

The Annual Report presented to the 1996 AGM included a reference to the need for working members to respect one another’s work.  For a variety of reasons, some valid but many unsustainable, the closing months of 1995 produced a Chasewater version of ‘A Winter of Discontent’.  Perhaps it really did have something to do with the weather.  With the onset of spring, the spirit of co-operation and harmony between working members has improved beyond belief.  Doom and gloom have been replaced by confidence and optimism.  With so many positive things in hand or on the horizon, it is vital that this spirit is maintained and developed.  When all said and done, we’re supposed to be enjoying ourselves!  Additional working members are always welcome – and they need to feel welcome.  All Departments are always on the lookout for additional resources, whether manpower or material-wise.  If you feel able to assist in any way, please let someone on the Railway know next time you visit Chasewater.

The last three photographs are of ‘our’ railway trackbed on the other side of the M6 Toll road, the final one, with Ellie, was taken in the area of the old Brownhills Midland station.

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , , , ,

190 – Chasewater Railway Museum Bits and Pieces

Posted on June 13, 2024 | Leave a comment

A reminder: The Museum will not be open on June 23rd 2024

‘Nuttall’ 0-6-0 ST Hunslet 1685-1931 Ex Mowlem 1948 Cannock Wood

190 – Chasewater Railway Museum Bits and Pieces

 From Chasewater News – Summer 1996 – Part 1

Editorial

So far this year the weather has been kind to us, with the exception of the Spring Bank Holiday, and unlike 1995 this has been reflected in the ticket receipts so far received.  The number of passengers carried for the first two months of the season is significantly up on the same period last year.  This has also had a knock-on effect within the catering and shop sales areas.  It is welcome that our core business is starting the season off so well.  If the trend and the weather keep up then the Railway should be back in profit by the second half of the running season.

Plans are also in hand for the further acquisition of track that should take the Railway to the end of its current lease if not further.  There is no doubt that the Railway is enjoying a higher profile with the general public and railway fraternity.  This has been dramatically shown by the speed of membership renewals and the number of new members joining since January.  Also it is welcoming to see a number of old members whose membership has lapsed taking a renewed interest in the Railway.  I would like to welcome all the new members who have joined this year and I hope that you will feel at home at Chasewater.

Loco No.8 at West Cannock – With kind permission geoffspages.co.uk

The Railway has had fewer instances of trespass over the past few years than used to be the case, and when it has occurred it has taken the form of a nuisance value rather than really serious damage, even though the damage caused has been b—– aggravating and has wasted our time in clearing up afterwards. However we look at the results of a break-in, the security of the site is still going to be a major headache.  Do we spend a large amount of cash (which we haven’t got) in re-fencing the compounds, only to have it demolished within a few years by the BNRR (M6 Toll), or do we try to make do and mend until the BNRR issue is finally resolved.  The dilemma is not an easy one.  So far this year apart from a number of coach windows broken, and one raid into the buffet, the vandalism and theft is nothing compared with the break-in to the shed several years ago.

After the AGM, which was held in much more comfortable surroundings than in past years, a pub, the following people were elected:

David Bathurst                        Chairman

Steve Organ                           General Manager

Chris Chivers                         Financial Controller

Bob Duffill                              Commercial Manager

Andy Clegg                            Company Secretary

Arthur Edwards                      Director

Dave Ives                               Director

As Arthur is the new member to the Board I can only wish him the best and hope he doesn’t get as much grey hair as I’ve got!

Chasewater News is edited by Chris Chivers.

Loco Shed News

This year seems bedevilled by problems in trying to get steam traction out in traffic.  The first problem was duff coal, a test batch was sent to us and then a further 10 tons was sent in replacement for the original 10 ton delivery.  After spending an afternoon shovelling it out of the mineral wagon to send back I am still trying to get some feeling back into my legs.  The new batch of coal, yet again British, as no Russian is available, has proved more volatile therefore freer steaming, but the problem of clinkering still remains.  The diesel department has received yet another locomotive courtesy of Mr. A Clegg and this is stabled on 2-road in the top compound.

Steam Locomotives

No.4 Asbestos

The Boiler Inspector has seen Asbestos and subject to a small amount of welding around the bottom of the firebox along with the replacement of several tubes all looks well.  If the Inspector gives it the all-clear after the steam test, Asbestos should be back in traffic by the time this mag is published.

No.5 Sentinel

Sentinel in original livery – 1

After several steamings the Sentinel suffered from a broken drive chain.  This has been a blow to Nigel Canning after putting so much work over the past two years into the Sentinel’s overhaul.  Apart from the broken drive chain the crank case and drive sprocket has suffered some damage and the full extent of the damage is still being assessed.  Members of the loco department are looking into finding replacement links for the chain so therefore salvaging as much of the original chain as possible.

Sentinel in original livery-2

No.11 Alfred Paget

Work on Alfred Paget is continuing at a pace.  Since the spring mag all the tubes have been removed and the saddle tank has also been moved onto the platform, along with the boiler cladding, cab and bunkers.  This has allowed the boiler to be partially lifted out of the frames so that the stays can be checked.  Along with the rotten smokebox being removed the boiler has been cleaned internally and externally.  It has been decided that the work on restoring Alfred Paget will be funded separately and any offers of help and/or donations can be made to Paul Whittaker whose wife Janet is acting as treasurer for the Alfred Paget Fund.

S100

Tony Sale has now completed replacing the slide bars on S100 ready to re-install the cross-heads.  This has included the manufacture of new slide bar shims so that they can be lined up correctly with the pistons.  The framed should be receiving a final coat of paint along with the wheels before the bearings are checked so that the wheels can be put back into place.

Invicta

This locomotive is still stabled on the end of one-road and is still awaiting attention from Mike Wood as to its long term future.  This locomotive provided the Railway with some sterling service before its boiler ticket ran out and it would be useful to see it back into traffic sometime in the future.

917

This has received a second coat of paint courtesy of Dave Borthwick and the Railway must think of the long term future for this engine, considering the repairs needed to the boiler.

Diesel Locomotives

Fowler diesel hydraulic No.422015

The Fowler is still running even though there are signs of water leaking into the sump.  The overall work that the loco is carrying out is being kept to a minimum while the problem is being traced.

L&Y No.1

The body of No.1 has now been lifted out of the bay platform and has been prepared ready for needle gunning.  One set of buffers and draw gear have been removed and are in the shed after being cleaned and painted.  The brake gear and sand boxes have been removed as well as the wheels.  A new set of spoked wheels are due to replace the current solid wheels so bringing No.1 back to its original condition.  The gear box has now been stripped down and is undergoing repairs before being installed.  The engine has now had the clutch mechanism attached and only awaits a few minor parts before being completed.

No.21

Work is still continuing on the restoration of No.21 and is only subject to the time available from Jonathan Clegg & Co.

DMU Set

Ken Dyde with the DMU at the new Lakeside Station

The bar is now all but completed and the broken windows were re[laced within 24 hours by Ken Dyde & Co.  A number of additional spares have been purchased from Tyseley depot, including a replacement engine if required.

Ruston Hornsby DM48

This has recently arrived on site and a few basic jobs have been carried out to tidy up its appearance while an engine head and other spares are located.

Peckett ‘Teddy’ giving brake van rides, Easter Sunday, 05-04-2024 from behind the Heritage Centre at Chasewater Railway.

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , , , , ,

189 – Chasewater Railway Museum Bits and Pieces

Posted on June 6, 2024 | Leave a comment

‘Stafford’ 0-6-0 ST Hudswell Clark 319-1889 Bought from T.W.Wood, Dealer, in 1915. Still at West Cannock Colliery, Hednesford 1957, since scrapped.

NB The Museum is not open to the public on June 23rd 2024

189 – Chasewater Railway Museum Bits & Pieces

 From Chasewater News – Spring 1996 – Part 2

From the Board Room – David Bathurst – Chairman

Norton Lakeside Station Opening

After a couple of false dawns, the Railway has at last achieved its most significant ambition.  We now have two ‘proper’ stations.

We can now advertise our operations on an entirely different basis, way beyond that of a mere leisure railway.  Furthermore, in taxation terms, we are now recognised as a passenger railway.  Our passengers can now be offered the additional option of convenience travel to the NorthShore, where vehicle cannot (or at least should not) interrupt their peaceful enjoyment of the area.

It was heart-stirring to see so many friends and guests at Brownhills West for the official opening ceremony on Saturday 16th December 1995.  What was equally gratifying was the sight of ‘Asbestos’ at the front of the train, after a period of remedial works.  Well done indeed to the volunteers who ensured that this locomotive was ready in time.  The ‘Norton Collier’ headboard, manufactured specially for the occasion, added to the significance of the day.

With the train virtually full, departure was just after the advertised time of 11.00am, with Nigel Canning and Les Emery specially rostered together on the footplate for the event.

A leisurely rate down the line afforded some of our less regular supporters and guests the first view of the substantial works which have been necessary to reinstate the Causeway.  Entrance into  Norton Lakeside Station was accompanied by the sound of exploding detonators.  The modest facilities of the new station belie both the cost and effort which has gone into providing this three coach platform.  Despite the intensely cold and windy conditions (to which our members have become accustomed over many months), the Chairman of Lichfield District Council, Councillor John Walker, carried out a short opening ceremony before the photographers were let loose.  To enable the photographers travelling on the train to capture the occasion, the train made a second ceremonial entrance across the Causeway into the new station.  Some of the resulting pictures duly found their way into the local press.

Following the return journey, the Railway’s working members and official guests, including a number of Lichfield DC Members, enjoyed a buffet lunch, during which further formalities were completed.  The return journey saw Councillor John Walker at the controls of ‘Asbestos’, although this fact was kept from his Council colleagues who may have preferred to find other transport back home!

Councillor Walker clearly enjoyed the day, and his letter to me after the event is reproduced for the information of members.  To ensure that members do not start wondering whether they have failed to notice a new electrification scheme, it should be mentioned that Councillor Walker’s previous footplate experience involved a diesel-electric, rather than an outright electric locomotive!

To mark the occasion, the Railway commissioned special brass tickets which are capable of adaptation as key fobs.  Previous editions of ‘Chasewater News’ have included articles on the causeway and construction of Norton Lakeside Station, and this article does not set out to repeat the story.  Nor would it be appropriate to single out any individual members in respect of work undertaken either on the construction work or the official opening arrangements.

The events of 16th December 1995 are a testimony to all the Railway’s working members, whether they be regular or occasional visitors.  The achievements celebrated on that important day demonstrate just what can be done by our membership and serve as an incentive for the further expansion of the Railway.

To everyone concerned: Congratulations and Well Done.

Councillor Walker’s Letter

Dear CLR members,

Can I convey my congratulations to all Chasewater Railway members for the excellent morning of 16th December 1995 on the occasion of the official opening of the new station at Norton Lakeside.  Despite the bitterly cold weather Sandra and I enjoyed it tremendously and it was a particular highlight for me to undertake the return journey on the footplate.  It brought back memories for me when in 1982 I drove an electric express train from Derby to Sheffield but you can’t beat steam, can you?

Here’s hoping that your organisation will go from strength to strength and that we as a Council will have co-operation now and in the future.  Please convey my best wishes to all those at Chasewater and here’s wishing you all the best in 1996.

Yours sincerely,

Cllr. John Walker

Chairman of Council

Lichfield District Council

Lichfield District Council Plan

Members will recall from a previous edition of ‘Chasewater News’ that the Railway has objected to the Lichfield District Local Plan, insofar as – unlike the Walsall MBC Unitary Development Plan – it makes no reference to the Railway in context of ChasewaterPark.

The Railway was represented by the General Manager and myself (Steve Organ and David Bathurst) at the Public Local Enquiry on Thursday 25th January 1996, during which we sought to justify our objection during a session lasting some two and a quarter hours.  The District Plan is fundamentally concerned with land use issues and we shall see, in due course, whether the Inspector is persuaded that the extent of our operations within ChasewaterPark is sufficient to merit an individual reference in the approved District Plan.

The Lichfield DC representative confirmed that he recognised that the Railway ‘had a place’ on the North Shore (thereby dispelling doubts previously expressed regarding our track relaying to the extent of our lease) and that the Council fully accepted that the Railway enjoys planning permission for its operations on the North Shore.  The Council’s argument, based on their view of planning law, was that the Railway’s future development should be controlled by planning advice, and that a separate reference to the Railway in the District Plan is accordingly unnecessary.  We do not agree; we are seeking a far more positive commitment from the Council, hence our objection.

Working Members’ Meeting

A further working members’ meeting was held at the Pear Tree public house on Wednesday 10th January 1996, with an encouraging number of working members present.  Again, members had the opportunity of raising any matters of interest.  Perhaps the item which attracted most discussion was concerned with locomotive restoration, particularly as ‘Asbestos’ loses its boiler certificate during 1996.

In addition to formal meetings, there was a general view that more social events should be held locally, including slide-shows, talks, etc.

Some of our members have a massive bank of photographic and other materials which might be shared with other members ‘over a pint’.

Great British Passenger Timetable

Members who have access to the Great Britain (All Lines) Passenger Timetable will be aware of the section on Private Railways.  Although this section includes information on the ‘First Division’ private railways it appears to me that the publishers might be sympathetic to include Chasewater Railway, particularly in view of the opening of Norton Lakeside Station.

I am delighted to be able to report that following appropriate negotiations, Railtrack have agreed to include a short entry in the June 1996 Timetable – and thereafter in future editions.  I don’t know how many purchasers actually read and absorb the section on Private Railways, but two things are certain; our status as a passenger railway has been acknowledged by Railtrack, and our existence will come to the notice of an extremely large and diverse number of readers.

P Way News – Arthur Edwards

The start of the New Year has seen some of the regular winter jobs being taken in hand.  With several of the Sundays in January being a total washout due to the terrible weather, trying to dig ground frozen solid in winds with a wind-chill factor of minus (i.e. brass monkey weather) is no fun at all.  The shed compound has been receiving some attention in the form of a tidy up, with special attention being paid to clearing the overgrowing vegetation from the fence behind the platform.  The cab of 917 was moved farther back and all the rubbish, old rotten timber and some split sleepers were burnt.  During the tidy up several parts from S100 came to light under the ferns and debris, and also as part of the clearance all loose scrap has been gathered together and a reliable scrap merchant has been asked to collect it.  One of the activities which Tom and myself also got round to doing was to tidy up the loose sleepers lying around, which is not an easy job at this time of year.  Wet sleepers are at least double the weight of dry ones.

The double-decker bus which has been on site for a while has now been taken to pastures new, so giving us more ground space so that we can ready the site for the future installation of new sidings.  The provision of extra space for stock is now becoming as increasing problem as the activities of the Railway continue to grow.

The usual battle with the fence cutters will be joined in earnest within the next few weeks in the run up to the start of the running season.  Parts of the hedge planted last year by the Forest of Mercia group are starting to grow, and with a bit of time should start acting as a deterrent to the local idiots who think it is a good idea to chop down fences.

The P. Way gang meet every Sunday at Brownhills West Station from 10.ooam onward.  Come and join us!!

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , ,

Chasewter Railwy Museum June 2024 Newsletter

Posted on June 3, 2024 | Leave a comment

No.5 0-6-0STManning Wardle 2018-1922 Littleton

Leave a comment

Posted in Newsletters

Tagged , , , , , , , , , , , ,

188 – Chasewater Railway Museum Bits and Pieces

Posted on May 27, 2024 | Leave a comment

Bagnall Loco Dunlop No.6 0-4-0ST 2648-1941

on the first train to arrive at Chasewater Heaths 27-5-2024

188 – Chasewater Railway Museum Bits & Pieces

 From Chasewater News – Spring 1996 – Part 1

Editorial – Chris Chivers

On December 16th 1995 a long-awaited dream of the Railway became a reality; the official opening of Norton Lakeside Station took place.  The Chasewater Railway can at long last run from Station A to Station B.  With the possibility of further track donations the Railway will be able to run over the entire length of the land which it currently leases.  Hopefully, further parts of the original track bed can be obtained and the line extended first to Church Street and then to Anglesey Wharf.  Great strides have been made over the past number of years to upgrade the Railway, and we have now moved into the middle rankings of railway societies in this country.  We are no longer an occasional weekend steaming preservation society but we can now offer a regular Sunday service during the running season to passengers who wish to travel to the north shore of Chasewater.

1996 I’m sure will be a year of consolidation for the Railway, and in this, my tenth year as a member of the CLR, I have seen a lot of progress along with the occasional cock-up at Chasewater.  When I first came to the Society the feeling amongst the membership at the time was one of ‘the Railway is run as our hobby and for our amusement only’. (Going through the magazines from day 1 I never got that impression – a great deal of work has been done over the years by a group of not too many people – a large debt of gratitude is owed to all of them!)  This has changed over the years to a more business-like attitude, so fuelling the growth of the Railway.  It will be interesting to see what happens in the next ten years.

Loco Shed News

 Work is continuing at a steady rate on all the locomotive restoration projects, with some work being done to stop any further deterioration on several of the Company’s engines.  Unfortunately the 16th December did not see a double-headed steam train on Chasewater metals, but it could happen in the near future.

Steam Locomotives

No.4 Asbestos – Asbestos returned to traffic in time for the Santa Specials after the refitting of part of the main steam pipe.  The amount of maintenance carried out on the locomotive will now be cut back to a minimum as Asbestos’ boiler ticket is due to expire this year and a major overhaul will be required.  All being well there should be sufficient funds to have the boiler sent away if need be, so reducing the overall time needed to be spent in the works.

No.5 Sentinel – The Sentinel has now been steam tested and should be returned to traffic within the next few weeks.  After the initial steam test several minor adjustments were required to the steam brake, along with the tightening of a number of glands.  All the minor adjustments should be done to Nigel’s satisfaction within the next few weeks.

No.11 Alfred Paget – No.11 has been moved from the top compound to the shed road where its boiler tubes are being removed.  The operation is taking some brute force to move them due to the number of years that they have been in place.  This is due to the length of time that Alfred Paget has been standing idle allowing the tubes to ‘flake up’ and rust in solid.  Once the tubes have been removed a thorough inspection of the boiler can take place, with the long term view to bring another Company vehicle back into traffic.  Most of the initial work is being carried out by Paul Whittaker who would be grateful for any additional assistance.

917 – Dave Borthwick has started to carry out some remedial work on the rolling chassis of 017 including repainting, so as to stop the weather taking its toll of the metal work.  Another job for the near future will be to remove the tubes from 917’s boiler so allowing the boiler inspector to have a look at both 917 and Alfred Paget at the same time.  Also it has been suggested that 917 could be called ‘Brightson’ (yuk!) as it originally came from Albright and Wilson at Oldbury.

Hudswell Clarke (431) – The fund (?) set up for this locomotive has now reached a reasonably modest amount and there is now some talk of making a start on the restoration of the only other 0-6-0 locomotive at Chasewater.  After its coat of paint last year there has been very little further deterioration to the metalwork on this engine.S100 on arrival

14-11-2010

S100 – Work continues at a steady pace on restoring S100, and the work on the valve chest has now just about been completed.  Within the past few weeks the connecting rods through the frames for the eccentrics have been connected and the holding taper wedges have been put into place.  Tony Sale is now starting to sort out the axle boxes with a view to re-wheeling the frames during the summer.

Going through these magazines covering many years, and typing this in 2012 it can get rather depressing.  This particular magazine was first published in 1996 and in the 16 years since none of the last four locos have steamed.  No.11 Alfred Paget steamed here many years ago.  Neither the Peckett No.917, the Hudswell Clarke No.431 nor the Hudswell Clarke S100 have ever steamed at Chasewater Railway.

Diesel Locomotives

Fowler diesel mechanical No.410013 – The ‘baby’ Fowler has started to receive a coat of paint and one side now looks quite respectable.  Work is continuing on the locomotive but due to the weather it is in fits and starts.

Fowler diesel hydraulic No.422015 – The three injector pipes which were broken before Christmas 1995 have now been replaced, and with a few other minor jobs being completed the ‘Black Fowler’ is now back in operation.

L&Y No.1 – Most of No.1’s engine is now back together with the second cylinder head back in place.  Some work has been done on the clutch as well as the brake mechanism and sand boxes being removed from the chassis.  As soon as the main body of the locomotive has been lifted out of the bay siding work can continue on finishing the restoration of No.1.

No.21 – as with No.1 most of the engine has now been put back together and attention has been turned to the cooling system.  Jonathan Clegg is investigating the possibility of uncovering a new radiator core similar to the original, or if not possible, the use of a new radiator supplied by Nigel Canning, which would take some modification to fit in No.21’s chassis.

DMU Set – The two coaches which comprise the DMU set have been receiving attention to the mechanicals.  Routine maintenance has been carried out where possible due to the atrocious weather, and both coaches should receive an internal clean out before the start of the running season.

This is a picture of the staff at Chasewater Heaths Station 2010, give or take a few!
We’ve only managed to name of couple of them – Nick Fletcher and Mike Hurley. Can you help with any more names please? Su Westley found the pic in the CWH station and would like to know. Nice frame!!

Running round at Chasewater Church Street, 15-5-2010 as ‘Linda’

Leave a comment

Posted in Bits and Pieces

Tagged , , , , , , , , , , , , ,