Some time ago Steve Organ, in conversation with us over a cup of tea in the Great Eastern tea room, intimated that a lot of railways were giving themselves pretty names, titles like ‘The Poppy Line’, or ‘The Watercress Line’. What could we call ours? Cynics shouted names like ‘Toe Rag Valley’, or ‘Rotten (Sleeper) Row’, ‘Fisherman’s Barrier Railway’, or even the ‘Beacon Walk Railway’ on the basis of the pedestrians and dogs who walk down the middle of the track daily.
Sometime later while talking to Adrian he told me of the local scene a hundred years ago, and that if you looked in the direction of the lake you would see a number of pits littering the hillsides. Not knowing the area, I was surprised to learn of the rich history. How many more visitors must come to us and just see spoil heaps, a little railway and a small lake, and not know the reason why we exist?
The map shows the extensive railway system and the local pits around Chasewater
During my time off work with my leg in plaster, I took the opportunity (with thanks to Rob Duffill and Tony Wheeler, who supplied the photographs and local history books) to build a low-cost exhibition showing the colliery history of the area incorporating the industrial railway scene. This is housed temporarily in the Southern brake van. Up to yet it seems to have been a success, the crowning glory being the installation of a pot-bellied wood burning stove designed and built by Paul Whittaker from a defective gas cylinder. The stove was first put to use to dry out the soaking timbers to prevent damp on the exhibits, but with a safety fire-guard, and ‘Do not touch – HOT’ signs this item has pleasantly provided visitors with a warm refuge away from the Chase breeze and seats on which to sit peacefully.
Recently a visitor’s book has been installed, in which the public can write their name and address and any comments about the railway in general against a box number. At the end of the season the numbers will be put into a hat and the visitor whose number is picked will win a small prize. This idea may encourage feedback from our passengers for future changes.
Recently our visitors have written:
· ‘Excellent’ and he especially likes the smell of the stove as it brings back memories of the good old days.
· ‘Very interesting’
· ‘Mega good’
· Whilst one gentleman has commented he ‘has seen better’
Personally I think that the last person is a railway enthusiast, and we should try to cater for his needs. The rest of the comments I think can be judged as being from:
· Visitors to the Park who stumble across us and are pleasantly surprised.
· Mums and Dads who are happy to show junior how life used to be when we owned the world.
· If they write a nice comment they stand a better chance of winning a bottle of wine.
A rough census of visitors revealed the following:
· 15% came from Birmingham
· 15% came from Lichfield
· 30% came from Walsall
· 30% are locals
· 10% are others
In conjunction with this annex to our main museum, Dave Whittle has publicised us in the railway press on a ‘Colliery Line’ theme and has successfully collected, delivered and exhibited two coal tubs complete with track and a colliery winding wheel for which Paul Whittaker is now building a support frame.
This truly has become ‘The Colliery Line’.
PS – Over £10 has been collected from donation boxes in the brake van over a single Bank Holiday!
Bass Community Awards – Keith Day
For the second year in succession the Chasewater Railway has won a Bass Community Award. The presentation took place at 7.00pm on Wednesday 7th July when Bass representatives Janice Clark and Leslie Barrett arrived carrying a rather oversized cheque for £250. The gift is to be used to purchase sleepers for use on the causeway.
Our two guests, and around thirty of our working members, family and friends were transported down to the end of the line in the GW brake van, where a photo session was called for, with no damage to the camera, although no pictures have yet been received.
After returning to Brownhills West, a small buffet and drinks had been arranged and was enthusiastically consumed. A jolly good time was had by all. Thanks Bass!
But not all had gone to plan – five minutes before Janice and Leslie arrived it had been discovered that the Fowler diesel would not start. The problem was diagnosed as either flat batteries or a faulty starter motor and it looked as though the night was set to become a disaster.
Les, grasping the nettle, announced “We’ll have to use the Ruston”. Ruston DL7 – A. Dean
Now DL7 has been out of service for quite some time, although in recent weeks Ken, Chris and Andy have spent a lot of time working on it and, although the engine had been run up, the loco had not moved very far under its own power.
It was decided to run the train with the Fowler hooked on just in case.
DL7 performed impeccably, and at the railhead they also managed to start the Fowler. What initially appeared to be a disaster turned out to be somewhat of an historical event – double-headed diesels to the causeway. Well done Andy & Co. and yet again, thanks Les! (Emery)
The Museum will not be open this Sunday, September 17th
From Chasewater News Autumn 1993 – Part 1
Editorial
As you will read elsewhere in this magazine, we are now running trains to the top of the causeway bank. Next year the run will be even longer, into the new station. This is a great achievement, but we should not forget that the more track we have, the more it will require in money and manpower to maintain it. As we still seem to be struggling a bit in both these respects, let us hope that our latest extension will at last encourage more members to come and help with the work, and a lot more passengers to buy tickets to pay for it!
Locomotive News
No.4 Asbestos – This loco has continued to run our passenger services single-handed and has held up very well despite the hectic summer steaming schedule. A backlog of repairs is now building up which will have to be dealt with over the winter. The motion is knocking very badly and if sufficient funds are available it is intended to cast new bearing brasses. Other faults include the injector water valves leaking badly, which will have to be re-machined, and a number of warped firebars which will have to be renewed.Asbestos & L & Y No.1
No.5 Sentinel – Little progress has been made on this loco over the summer due to the need to keep the trains running and Asbestos operational. All of the old studs have, however, been removed, and the boiler water spaces shot-blasted and painted ready for re-assembly. The latest target for completion of the work is Easter next year.
No.2 Lion – The sad news about this loco is that its owner has decided to take it to Foxfield, and its transport has been arranged for Saturday October 9th. Other than that, progress has continued with the completion of the vacuum, brake system, a re-paint and the fitting of a turbo generator for cab lighting. We wish the loco well at its new home, and will no doubt keep in touch with it.
S100 – The re-machined hornguides of the centre driving axle have now been fitted, and the work is now being repeated for the rear axle.
Fowler Diesel – Following the fitting of a replacement set of batteries, the loco is back to normal, starting almost instantaneously. It has again done the majority of the shunting and works train jobs.
No.21 Diesel – This loco still awaits its long lost engine, whilst work has been carried out on sanding and painting the body.
L&Y No.1 – A surprise move this summer has been the commencement of restoration on this very rare ‘petrol pudding’. In the space of only a few hectic weekends the vehicle has been stripped of upper bodywork, engine, gearbox and axle boxes. The engine itself has been un-seized, stripped and cleaned, and Dorman Engines contacted to help with replacements for the badly worn camshaft drive gears. If the re-assembly of the loco proceeds at the same pace as the dismantling it should be runnable next year.
Smith Rodley Crane – This vehicle has again remained out of use.
Carriage & Wagon News
Great Eastern six-wheel passenger brake No.44 – Work has continued on the restoration of this vehicle with the chipping, priming and painting of the solebars and running gear. Even the wheels now have white-wall tyres! The bodywork is also improving with a coat of Great Eastern blue gloss.
CRC 4-plank wagon – This wagon now has one side and both ends rebuilt and awaits a shunt round the yard so that access can be gained to the other side.
20 ton Great Western Toad No.35251 – The bodywork of this vehicle has been undercoated and is awaiting a top coat.
Great Western Fruit ‘D’ No.2336 – Work has started on stripping paint and undercoating one side, but due to its being kept in the loco shed compound of late where no mains power is available, work on this van has been suspended.
21 ton mineral wagon No.B316711 – This wagon has now had its load of scrap metal removed but still needs the remaining coal dust and slack cleaning out before any restoration can begin.
16 ton Great Western Toad No.35831 – This vehicle is awaiting a space in the yard where work on the springs and running boards can be carried out.
Covered Carriage Truck S770 – This is a new arrival at Chasewater and belongs to one of our members. It appears to be in excellent condition, requiring only a repaint to cover up the ‘condemned’ symbols painted on the sides by BR. Even the vacuum brake worked first time as proved during a shunting session coupled to Asbestos.
LNWR West Coast Joint Stock 50’ Brake No.20 – The first section of this vehicle to be renovated internally has remained in use as our museum throughout the year. Following this success, work has started on clearing and renovating the other end to initially become Santa’s Grotto at Christmas and then the second half of the museum for next year.
Little or no work has been carried out on the other items of vintage rolling stock, mainly due to the lack of manpower. This is a great shame as there are now a number of half-stripped vehicles stood around under tarpaulins, and winter is approaching.
Wickham DMU E56171 & E50416 – Again, the trailer car ‘Wickham Bar’ has been used as part of our steam hauled passenger train, and in view of its impending departure from Chasewater, little or no work has been carried out on it. The power car has remained out of use for the same reason, with the engines run up occasionally. No date has yet been fixed for the departure of these two vehicles to Llangollen.
Derby Centre Car W59444 – This coach has run all this year coupled to the Wickham trailer to form our passenger train. During the summer the repaint has been completed and it now looks superb in its early BR carmine and cream livery. As a result of this it is rumoured that our Wickham and Gloucester replacements, whatever they may prove to be, will be painted in the same livery, and hopefully to the same excellent standard.
Gloucester trailer E56301 – Having remained at Chasewater throughout the summer, this vehicle finally left for Preston on Monday 4th October. It was tidied up at short notice recently so that it could be used for a special train in August for a visit to Chasewater by the Forestry Commission and local Councillors in connection with the work being carried out to restore the causeway.
Replacement Coaching Stock – The search for replacements for the Gloucester and Wickhams is still on, but as yet nothing suitable has been found at the right price. On one occasion, vehicles from BR which had appeared ideal were found at the last minute to have doubtful ‘asbestos free’ certification and so were not pursued further. Confidence is, however, high that replacements will be found.
As if Dave Bathurst’s ‘Hole in the ground’ article wasn’t enough PW news for one magazine, the track gang have continued to make progress on the existing section of railway. A number of bad rail joints have been re-packed and work has continued on extending the line-side fencing up to the start of the causeway.
A number of lengths of 60 ft bullhead rail have been bought in so that as soon as the earthworks on the causeway are complete we can lay track across with the minimum of delay. This is important, as it has been whispered that the Railway Inspectorate may be invited to inspect the line in the autumn for running through to Norton Bog station in time for Gricers Day! If this is to become reality the track gang will need all the help they can get. PLEASE if you can, spend a Sunday helping on the line – you will be most welcome!
The E1 at Cranmore – Barry Bull
Asbestos with E1 No.9 on crossing at Chasewater
The E1 hauled passenger coaches for the first time since its days on the Cannock Wood ‘Paddy Train’ when it worked a three coach test train from Cranmore to Mendip and back on October 24th 1992. Further problems were experienced with the regulator blowing by, and also with a far from efficient steam brake. Apparently when the brake was applied the piston was found to be hitting the cab floor!
Further rectification work having been carried out the loco is now in the paint shop and further steam trials are planned before an entry into service, hopefully by mid to late summer 1993.
The Colliery Line – Dave Whittle
One Sunday just before Christmas, Nigel Canning mentioned that two adverts were to be placed in the next issue of Chasewater News.
“What’s this” I thought “Is Arthur selling his Montego or is Clippie going into the leisure business with caravan holidays at Chasewater?”
Seriously, one of the adverts was for the position of Publicity Officer fro the railway. After a few minutes the message came through loud and clear – I had been complaining for a long time about the lack of press coverage we had been getting, along with the lack of finance this had been directly responsible for. I gat the message “put your money where your mouth is”.
After a few words with a few people, yours truly became the new holder of this position.
Many hours of thought went into the next move. What are we going to tell the world about Chasewater, and what are we trying to achieve at our beloved railway?
Over a lunchtime cuppa with Steve Organ and Rob Duffill I outlined my ideas. Unless there was a change in government or a second coming of the industrial revolution, Chasewater would not be main-line linked for the foreseeable future.
Let us sell our strengths and tell everyone what we have and what we are trying to do. Our roots are very clearly in the Cannock Chase coalfield, so the colliery line was the name to use. Now we had an identity – “The Colliery Line”.
A chance conversation with my brother, (a miner in the Nottinghamshire coalfield) made me think that with a few strings pulled in the right direction we might be able to acquire some redundant mining relics to put round the site to give it some atmosphere.
British Coal were contacted at Clipstone, and after a short period of time, two one ton pit tubs (mine cars), a length of track and a pulley wheel were ours. Many thanks to Martin Bradshaw of British Coal for his efforts in making these items available to us.The two tubs on Brownhills West Station 2012
The main task now was to tell all the railway publications and let them know that we were alive and kicking. The response from the press has been first class, all were pleased to hear that all was well and that we were progressing.
“Give us as much as you can and we will give you the space” was their reply.
Now, after many hours of writing numerous articles, the show seems to be on the road, let’s hope that it brings the rewards we think it will.
160 – Chasewater Railway Museum Bits & Pieces From Chasewater News Summer 1993 –Part 3 The value of a hole in the ground David Bathurst
This pic is for the benefit of those who didn’t get to see the chimney in the previous post!
160 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Summer 1993 –Part 3
The value of a hole in the ground
David Bathurst
In an edition of ‘Chasewater News’ last year (Bits & Pieces No. 152) I outlined the possible use of derelict land grant (DLG) to enable the railway to achieve one of its most important projects – the restoration of the causeway. The possibility had arisen for a number of reasons, including the fact that the Staffs County Council was preparing a derelict land scheme to reclaim the Norton Bog area of Chasewater, directly adjacent to the causeway.
The Staffs CC scheme was, however, delayed owing to the need to consult British Coal in respect of the coal stocks which might be recovered from Norton Bog. If the Staffs CC scheme were to proceed, it was suggested that the causeway restoration could form a later stage of that scheme. The mechanism to achieve this proposal was itself very complicated, with the causeway mainly falling within Walsall Council’s boundary.
Since the date of my earlier article, many events have taken place, including the decision of the Boundary Commission to transfer much of Chasewater into Lichfield District Council (and thereby under the planning jurisdiction of Staffs CC) from 1st April 1994. This transfer also includes land ownerships, much to the dismay of Walsall Council. The proposed transfer has direct implications for the railway, namely the short-term difficulties of having to take account of an additional local authority and the longer-term benefits of having to deal with fewer local authorities!!
Against this backdrop of DLG and the involvement of the various local authorities, members who visit the railway regularly will have some difficulty in reconciling the information which I have so far provided, with the events ‘on the ground’. Indeed by the time this article appears in print, there is a prospect that most – if natal – of the causeway restoration will have been completed. Not only has a very substantial access roadway been laid from Hednesford Road (rear of the station area ‘top’ compound), but similarly substantial works will have been completed to prepare the causeway to receive substantial inert fill materials.
‘But how is this possible?’ is the question likely to be asked by many members – especially those members who will have appreciated the massive scale of the restoration project. It is a valid question, particularly in light of the knowledge gained by the CLR Board regarding just how much fill material (perhaps 10,000 tons) and manual resources are necessary to undertake the work.
One of the earliest lessons which I learned upon joining my current employers was the value of owning a hole in the ground. As time passes and demands on space increase, coupled with the ever-present vigilance of the environmental lobbyists, local authorities and private organisations are finding it increasingly difficult to dispose of unwanted materials. Although it is of no concern to the railway, everyone must be aware of the problem of dealing with household waste. Exactly the same problem arises in respect of disposing of hard waste which is generated through the day-to-day operations of a large local authority. Most of this material has to be sent to licensed tips – sometimes a great distance away – at a significant cost both in terms of transport and tipping fees. If you own a hole in the ground, and you can secure the necessary planning and/or other permissions to fill it, then you have a most valuable asset.
I think that few of us involved with the railway fully appreciated that the causeway might be regarded as a ‘hole in the ground; in reverse! But that is precisely what it is.Causeway December 1992
Even before the previous article appeared in print, representations were being made to the railway to the effect that Walsall Council’s Highways Direct Labour Organisation (DLO) would be prepared to undertake a restoration project, using the causeway as a suitable location for filling with appropriate inert (and environmentally acceptable) materials. It would be, and continues to be, a finely balanced financial equation. It was to be based entirely on commercial considerations. It was not to be regarded as a favour to the railway. It was to be based on the financial benefit to be obtained by the DLO, but with the railway enjoying a similar benefit, albeit not in directly financial terms.
The proposal can be summarised thus: a proportion of the savings made by the DLO by not incurring tipping charges in the private sector could be allocated to the works necessary to transport materials and employ heavy plant to spread, profile and consolidate the causeway to specifications laid down by the railway. In addition to its routine programme of road maintenance, the DLO is for ever tendering for major highway projects, including bridge and similar schemes, all of which result in materials having to be disposed of.
I have no wish to expend too much time and space in describing all of the individual aspects of the project which have had to be addressed before work could start. I can say, however, that many hours of discussions and consultations have been necessary, and dozens of phone calls made, to ensure (so far as is possible) the support and co-operation of the various agencies involved. The detailed discussions have necessarily been limited to a mere handful of railway personnel, so as to concentrate lines of communication.
These discussions have included such details as how to deal with the rare (or rarish) plant life growing on the causeway. It has been necessary to remember that the railway’s activities include certain designated areas, including a SSSI and a SINC (abbreviations well known to those of you with wild life interests), which have required close liaison with Walsall Council’s Planning and Leisure Services Departments. I must place on record the tremendous help, support and co-operation of the Officers who have been involved in this particular aspect, including the Countryside Officer who gave the CLR Chairman (the author of this article at the time) a crash course in rare plant recognition!!Causeway South 1992
There have been a number of false starts to the project. Initially, it was intended to import the materials from the bridge reconstruction scheme at the High Bridges on the Pelsall to Brownhills road. I suppose that it was inevitable that something would go wrong, and so it did. The weather immediately after Christmas reduced Chasewater Park to a bog, making it completely impossible to even consider moving any form of heavy vehicle into or through the park. Each time the weather seemed to improve, it immediately deteriorated again, resulting in a further deferral of the start date. I hardly need to remind certain members of the dangers associated with driving vehicles in close proximity of the Chasewater reservoir without taking the precaution of wearing a life-jacket and having flares (as opposed to railway detonators) immediately to hand. (While working with the dumper truck it got a bit too close and slipped into the water!! Bits & Pieces No. 151)Causeway December 1992
However, an upturn in the weather enabled everyone concerned to agree to an early May start date, and work on laying the access road commenced in earnest on the first Tuesday in May. Regrettably, the attentions of the local riff-raff were directed to the contractor’s JCB, which attempted to emulate the dumper truck in trying to carry out work within the Chasewater Reservoir itself. Despite this set-back, the work has continued according to plan.
In terms of a time scale, the DLO have not sought to offer (and nor has the railway demanded) a precise indication of a completion date for the restoration project. This reflects the fluctuating availability of suitable fill material – which has had to meet exacting criteria laid down by both the railway and the local authority. Nevertheless, it is in the financial interests of the DLO to undertake the work speedily and effectively, so as to avoid the costs of employing contractors’ plant and equipment, whilst at the same time maximising the capacity possibilities provided by the scheme.
The end product will be a causeway capable of accommodating a railway line; but it will not necessarily be a finished product. It will still be necessary for the railway to provide for the small bridge at the eastern end of the causeway to be widened to facilitate the provision of a trackside footpath. Indeed, although there is no formal right of access across the causeway, the railway cannot ignore the real world situation in which the causeway is seen by the public as a convenient route between the two sides of Chasewater Park. The restoration scheme includes a private footpath alongside the running line, but at a slightly lower level.
In addition, discussions are taking place with the group responsible for the Forest of Mercia, in relation to a scheme of planting suitable species along the causeway, so as to enhance the environmental attractiveness of what might otherwise be a somewhat stark construction.
I apologise for the length of this article, but only in one sense. The causeway restoration project is of momentous significance to the future of the railway. It is a focal point in the minds of many of the railway’s working members. Not only is it important in itself, but it also opens up the real prospect of further expansion into Chasetown. Already, preliminary discussions have taken place with Staffs CC – who are currently designing their Norton Bog Reclamation Scheme now that British Coal have withdrawn their coal recovery proposals – regarding the clearance of the track-bed adjacent to the Norton Bog site. Further, Staffs CC Highways Department have been asked to provide details of their design work on the Burntwood by-pass, to enable the railway to assess the implications on the railway’s long-term expansion proposals.
This is a very exciting time for the railway, with so many different projects taking place or being prepared. The causeway restoration will make it necessary to bring forward thought (and expenditure) on the procurement of sleepers and rail. It will give an added impetus and an exciting incentive to the working members and the railway’s many supporters.
And it is a fact that the scheme has come about because of the one thing that most of us had not contemplated – our own special version of a “hole in the ground”.
146 – Chasewater Railway Museum Bits & Pieces – From Chasewater News Spring 1992 – Part 2
Permanent Way News
The majority of the work carried out in this department is still the extending of the line towards the causeway. Around half a dozen people are now regularly involved in the work and a dozen or so 60 foot lengths of track have been added to the existing extension.Work has been greatly speeded up by the use of the JCB which by clearing the track bed, moving rails and sleepers and depositing ballast exactly where it is needed has left the track gang free to lay track rather than spend hours, or even weeks, just shovelling. Accordingly, the lads would like to thank Ian Buswell for his superb driving of this ’52 manpower’ machine.
The JCB has also filled the breach in the causeway, and was driven across to the other side in triumph on 8th March where work then began on widening the trackbed opposite the existing brick platform so that a run round loop can eventually be installed.
Walsall Council have now agreed to provide and dump ‘road scrapings’ to widen the causeway in the very near future. It is hoped that enough of this material will be available to provide sufficient width for a footpath next to the railway.
Whilst progress on the track so far has been relatively rapid, our supply of track materials is likely to run out before the causeway is reached. If anyone knows where we could obtain rail chairs, keys, fishplates and bolts, or even rail cheaply could they please contact the PW department at Chasewater?
Carriage & Wagon News
Maryport & Carlisle six-wheel coach – This vehicle remains sheeted up, protected against the weather,
Manchester, Sheffield & Lincoln six-wheel coach – This vehicle has also remained sheeted up.
Great Eastern six wheel passenger brake – This coach has with one almighty pull rotated its wheels shedding rust from its brake blocks accumulated since its last move in 1977. The new position has made access easy, and working on cutting and fitting the missing panels, undercoating and top glossing has already been completed leaving only a small section around the door areas. The temporary two-tone blue will remain, sealing the wooden body for some time. The Great Eastern coach, once left forlornly down in the undergrowth to rot, now boasts to be the most used vehicle on our railway. It provides a hearth and meeting place at Brownhills West for early arrivals on Saturday and Sunday, warm overnight accommodation, a place to make a hot drink, and about three times a day, a debating room.
CCCC Brake Van – Referred to in magazines as a ’CRC’ Brake Van but it was in fact from Cannock Chase Colliery Co., not Cannock & Rugeley Colliery. Keith has now sealed the roof, replaced the wooden blanks with Perspex windows, re-timbered some of the verandah planking and fitted lids to the inside cabin lockers.
Midland four-wheel passenger brake – This vehicle has remained sheeted up over the winter, but inspection has revealed that even though the tarpaulin was in good condition and fitted snugly, it didn’t stop all the rain from entering the coach. Thus began the Carriage & Wagon Shed (planning permission exempt).
Over the Christmas period an experiment was carried out to make a canopy support strong enough to carry the weight of a tarpaulin and snow, and rigid enough to remain intact against our famous Chase winds. A free standing structure made of scaffolding and point rodding looked good on paper, but in reality the constant adjustment of the uprights to keep everything square was a problem. The damn thing was just walking slowly into the woods! The use of two bracing cables across the roof of the Great Eastern coach and secured down to the rail did the trick. After another two weekends work the structure was complete and awaiting tarpaulins.
A shunt round now is needed to get maximum protection from the weather for perhaps the Midland, or, with John Elsley’s consent the MS & L or Hudswell 431.
Maunsell Southern Brake van No.62861 – This van has received attention to its roof, as the flaking top skin of bitumen had exposed the Hessian backing in places allowing leakage. These have been re-sealed, and during the last rain storm the patches seemed to be weather tight.
Cadbury Van – This has now become a useful workshop with temporary mains power and lighting, and is used frequently by our brightest and best young member, Chris Hatton. (If only we had another ten like Chris our future would be certain).
Great Western Brake Vans – These vehicles are in service nearly every week on the permanent way train, the tool van kept tidy by Arthur, and the mess van kept warm by Arthur and Steve stoking up the pot-bellied stove.
16 Ton Mineral Wagon – With the help of Arthur, Steve, Jonathan Clegg and others, the coal has now been removed from the wagon and spread in the four-foot for use in our pot-bellied stoves. One of the side doors has been freed off and the wheels and under-frames painted with oil.Derby Centre Car W59444 – The bodywork of this coach is being prepared for painting prior to its entering service coupled to the Wickham trailer at the start of the season.
Wickham Trailer E56171 – It is hoped that, with the agreement of the Railway Inspector, we will be propelling our trains from the opposite end this year, in which case the Guard (or second driver) will travel in this coach. In view of this, a certain amount of refurbishment will be necessary in the driving compartment but otherwise the vehicle is in reasonable condition.
Gloucester Trailer E56301 – It is intended that this coach should remain out of service for a while until repair have been carried out.
Wickham Power car E50416 – The greatest step forward by the C & W dept recently has been the work carried out by new members Ken, Andy and Larry on this vehicle. They have assisted Dave Whittle with the bodywork, but more importantly on the technical side of replacing batteries, rewiring, test running the engines, vacuum and air equipment, as well as interior restoration. Working mid-week and Saturdays and Sundays, they forecast ‘the set’ will be available for service trains in the near future. With Chris, Ken, Larry and Andy’s help this has certainly boosted the C & W dept’s hands-on membership team.
Please Note: the Museum will be open on Easter Sunday and Monday
140 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Autumn 1991 – Part 3
A Goods Train for Gricers Day
When Baddesley Colliery was demolished in 1990 we managed to get a set of points at a reasonable price, so when Lea Hall closed earlier this year (1991) ‘your management’ (in the Steve, Clippie, Organ, Les Emery era) paid a visit.
This time, a couple of steel bodied mineral wagons were singled out as being worthy of preservation, and in due course, a price was agreed. British Coal/NCB have always been good to us over the years, so £50 plus VAT was probably the sort of good deal we would expect. When, however, a check of the contents of the wagons reveals about three or four tons of coal left in the bottom, worth something approaching £100 per ton, it’s mot bad value at all!
To put the purchase price into perspective, an ‘0’ gauge model of a similar wagon would cost around £15, and , being in kit form, would have to be assembled and painted. Ours are ready to run!Collection and delivery to Chasewater was arranged for Saturday 13th July, with one low loader making two round trips. At 7.30am loading of the first 21 ton wagon commenced using the tractor unit to pull the wagon onto its own low loader trailer. Additional power was provided during the operation by a fork lift truck pushing and lifting the wagon from behind.
At Chasewater the fencing had been removed from around the level crossing, and various tools and jacks gathered together. The trailer was positioned on the crossing and a short ramp built in the general direction of the track. With the Fowler diesel pulling via a cable on one end and the Southern brake van controlling the descent via a chain from the other, the wagon was dragged off the trailer and into the ballast. After a bit of traverse jacking and pulling up re-railing ramps, the wagon was finally shunted into the shed yard.
Unloading the second, smaller, 16 ton wagon went more smoothly, requiring only a gentle sideways pull from the lorry to drop the wheel flanges between the rails. By 4.00pm both wagons were safely on CLR metals, which, with only five CLR members and the truck driver helping, was not bad going.
The only details of the two wagons, which were painted various shades of blue and green, have been taken from the plates on their solebars as follows:
BC 503 – B316711 – 21 T – Re-bodied Shildon – 1972
BC 517 – B274600 – 16 T – Tees Side B & E Co. – 1957 – Lot 2817
Both are on the CLR stocklist of August 2011
Whilst the bodywork of both vehicles has rotted through in places, their running gear appears to be in excellent condition, which is why they were chosen from a number of others. Both vehicles now require work to free off their doors, especially the end opening ones, as these will be ideal for ballasting track. A repaint in a more suitable colour will give us quite a respectable goods train this Gricers Day, with a choice of brake vans!
Nigel Canning
141 – ChasewaterRailwayMuseum Bits & Pieces
From Chasewater News Autumn 1991 – Part 4
More Sid Browne Memories – Pete Aldridge
More Flat Tyres
When Sid started working on the railway, the London & North Western had only recently become part of the LMS. To the disgust of the ex LNWR men, most of the policies of the hated rival Midland Railway were forced on the former ‘Premier Line’. In particular, the Midland ‘small engine policy’ now prevailed. A bitter pill for the LNWR who had always taken great pride in their own much larger locos. Sid’s own personal favourite loco was the LNWR ‘Cloughton’ class of 4-6-0. These express engines did not fit in with the ex Midland way of thinking at all. To make things worse, there were a number of design faults with the Cloughtons, so that although they could perform brilliantly when fresh from an overhaul, the performance soon deteriorated. By the Second World War only a handful remained, downgraded to fast goods trains. One winter’s day, Sid had a last encounter with the last remaining Cloughton, No.6004, once called ‘Princess Louise’.Re-boilered Claughton No.6004 ‘Princess Louise’ with a down express. W.L.Good.
The day was bitterly cold, and the train, a Bescot to Willesden goods, was a long one. The train was made up of vans, sixty of them, and many of them were old with grease type axle box bearings. The loco, grimy, out of condition, but still in express engine red, prepared to leave. Instead of the slow, measured exhaust beat, the loco slipped furiously and repeatedly as it inched its way onto the main line. Even when it was clear of the long siding, the train was still crawling along and the loco struggling to accelerate.
A couple of miles up the line they were brought to a standstill next to a signal box. “Oi Browny!” yelled the signalman, “You’ve left all your brakes on.”
Sid was puzzled. He climbed off the brake van and walked along the train inspecting the wagons. All the brake levers were correctly in the off position. Sid told the signalman.
“They must be on, Sid” he protested, “I just watched you come past and none of your wheels were going round!”
After some discussion, Sid asked the driver to move the train forwards a few yards.
Once again, the loco slipped as it attempted to start the heavy train, but the reason was now clear. The wheels on the wagons were indeed not going round.
A few moments investigation proved the axle boxes had frozen solid, and at least half the train had been skating along the line instead of rolling! No wonder the old loco was hard pressed to pull the train.The last ‘Claughton’ of all to remain in service was large boilered No.6004, formerly named ‘Princess Louise’ until the ‘Princess Royal’ class Pacific No.6204 appeared with the same name, is seen here passing Kilburn High Road with the 6.15 pm Camden –Birmingham goods on June 7th, 1939. This was a regular turn at the rime for this engine and No.6017 ‘Breadalbane’, both being allocated to Willesden. No. 6004 was withdrawn in 1949, eight years after the previous ‘Claughton withdrawals. E.R.Wetherset.
Some oily rags were wrapped around a wheel sprag (a short stick used for stopping wagons when shunting) and a match applied, turning it into a mediaeval style torch. This was then used to thaw out the offending axle boxes and, after much delay, the train continued on its way. Of course, most of the wagons had spectacular ‘flats’ on their wheels and as the loco, now unimpeded, gathered speed, the noise from the train can only be imagined. Being rather late, the driver was keen on making up some lost time. The old racehorse may not have recaptured the speeds she attained in her youth, but by the time 6004 arrived at Willesden, Sid felt he had travelled at two hundred miles per hour rather than fifty!
Easter 2007 – Hawthorn Leslie – Asbestos, pulling DMU ‘Daisy’, and Barclay 1964 (701) with the three coach set, preparing to leave Brownhills West Station, 16 years ago.
Originally posted on Chasewater Railway Museum: Chasewater Railway Museum Catalogue Models A collection of railway models, mostly on show in the museum. More photographs will be added. Click on the link below to see the full list Models 2020 XL…
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