Chasewater Railway Museum News

Posted on April 22, 2023 by | Leave a comment

Update from Museum with regard to the Industrial Railway Society AGM Day. No steam loco  but the participants didn’t seem bothered. From the Museum viewpoint the day went well. Adrian Hall did a massive job with the tidy and clean up beforehand, just left Barry Bull to add the finishing touches. One of the Industrial Railway Society members who attended the AGM was David Kitching who had previously supplied details and photographs for some of our display of bricks. I hadn’t realised before that the photos supplied were actually of bricks in our collection photographed on a previous visit David made. Long standing member of both the Industrial Railway Society and Chasewater,  Pete Stamper,  accepted the loan of nameplate Rother Vale No 7 on behalf of the Museum.

A further search of the Alastair Grieve slide collection has revealed some good quality ones from when Asbestos and the 16 ton GWR brake van went to Bromford  Tube Works for the benefit of photographers over a weekend in March 1994 not long before the works closed.

Fifty slides from Alastair’s collection taken during a charter with GWR 813 at Bristol Docks have been presented to  Paddy Goss of the 813 Preservation Society.

Port Talbot 0-6-0ST No. 26 (GWR 813)

A welcome visiting loco to Chasewater

This locomotive is a six-coupled 0-6-0ST Saddle Tank No.813 under the Great Western Railway numbering system but was built for the Port Talbot Railway & Docks in 1901. The Port Talbot Railway & Docks Company was formed in 1894 to work the docks of the town. The Railway opened several branches especially those to the Llynfi & Garw valleys. This attracted a heavy coal traffic, which was dealt with at Duffryn Yard.

In 1901 the PTR ordered a number of small 0-6-0 saddle tank locomotives (six in all) from Hudswell Clark of Leeds & was given the works No. 555/01 & on delivery it became PTR No.26. In this guise it was put to work in Duffryn Yard & served in this capacity until 1908 when the PTR was absorbed into the GWR system. However, no changes were made to the loco at this time until the grouping which brought changes to No.26 in that it was first Westernised & given the GWR number 813.

The GWR decided later however that the older absorbed locos should be sold off out of service & No.813 fund itself on that list in 1934. It was sold to a Backworth Colliery, Northumberland where it was again renumbered as No.12 & remained there for the next 33 years. The No.12 did not stay for long though, as when the colliery was absorbed in to the National Coal Board when it was formed in 1947 it became NCB No.11

In 1950 it was fitted with a new boiler & firebox. However the original GWR boiler fittings were retained. As steam working was nearly at an end hastened by the closing of collieries, older locos were withdrawn in the late 1950’s & early 60’s with 813 lasting until the summer of 1967.

The loco was duly discovered by Mr. Paddy Goss & attempts to preserve it were ultimately successful for he was able, after a great struggle to raise funds as is ever the case in the preservation scene, to purchase the loco. The loco arrived at the Severn Valley Railway in November 1967 with sufficient finance available to pay for the removal charges.  Since then much loving care & a great deal of money has been spent keeping 813 in its present condition.

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143 Chasewater Railway Museum Bits and Pieces

Posted on April 17, 2023 by | Leave a comment

143 – Chasewater Railway Museum Bits & Pieces – From Chasewater News December 1991 – Part 2

Permanent Way News

The big news is that the extension has been passed for running by the Railway Inspectorate, and on Sunday October 13th the first passenger trains officially ran over it.

On Saturday 28th September the long awaited concrete platform for Willow Vale was delivered and has been stored next to the level crossing.

From information researched by Barry Bull, it appears that this kit of parts was once ‘Burlish Halt’ which was situated between Bewdley and Stourport.  Built complete with electric lighting and a pagoda, it originally cost around £430 and was opened on 31st March 1930.  It is not known how long the halt lasted, but that line closed on 5th January 1970.  Our problem is now to rebuild it, re-name it and re-open it, hopefully by Easter 1992.

Work on this and other projects will be greatly speeded up by the use of the JCB and the dumper truck recently acquired by two of our members.  Once their initial teething troubles have been sorted out, these two machines will be of immense value to the railway.

Work has continued on track maintenance, which of course now has to include the new extension.  Particular attention is being paid to the packing and alignment of the section where the new platform is to be built, as this can then be used as a datum for the construction work.

For the next phase of the extension up to the causeway, Major Olver has said that he will expect standards to be somewhat higher and that he will not tolerate the use of concrete sleepers with ‘loose’ chairs as are currently on our running line.  To get round this, several hundred ⅞ BSF nuts will have to be removed from these sleepers and replaced with new ones before track laying can begin.

Even with this extra work load it should still be possible to reach the causeway by the end of 1992, or even sooner if enough people help with the monthly ‘track bashes’.

Carriage & Wagon News

This department now appears to be expanding with a lot of new members, and a C & W yard is being established.  Work has commenced on clearing the site for the new carriage shed by moving S100’s boiler onto a flat wagon, which has also allowed the Great Eastern to be shunted out.

Midland four-wheel passenger brake – Work has continued on this vehicle with the repair of the roof and the cleaning and repair of the solebars and headstocks.

Manchester, Sheffield and Lincoln six-wheel coach – This vehicle has had a number of wooden panels replaced and some of the windows glazed.

Great Eastern six-wheel passenger brake – Glazing has been refitted to the guards’ duckets and part of the interior repainted.

Maryport & Carlisle six-wheel coach – This vehicle has remained sheeted over and no work has been carried out.

London & North Western bogie full brake – This vehicle, which houses the museum collection, has had its upper half sheeted over ready for re-roofing work to be carried out.

Wickham Trailer E56171 – This vehicle has continued to be used on passenger trains and remains popular with the public, even though one or two of its windows are now cracked or missing.

Wickham power car E50416 0 This vehicle has remained out of use, although it was used to house a model railway exhibition for the Transport Rally on October 13th.  Work on filling and priming of the bodywork has continued.

Gloucester Trailer E56301 – This vehicle has again remained in service on the passenger train, as indeed it has done for virtually every public train on our railway since the day it was bought in the early seventies.  There are rumours that it may be taken out of service next year for repairs to the bodywork.

Derby Centre Car W59444 – This vehicle has still not entered service, and is still in blue and grey livery.  Some work has been carried out cleaning and repainting the bogies.CCCC Brake Van – Work has at last commenced on this vehicle with the removal of rotten woodwork in the floor.

GW Brake vans – These two vans have run coupled together to form the works train.

More on the Midland Railway Four-Wheel Passenger Brake

What started as a minor repair to the dog-box door has developed into a major restoration project.  Back in the early part of 1990 the door had fallen off due to rot in the door post.  This was the start of what looks like years of hard work.

Before starting it was decided that it should be returned to its original Midland condition, so research into the history of the vehicle began.  What we had was clearly a four wheeled passenger brake van, heavily modified, and obviously early Midland.

Older members remember the vehicle was purchased from the Manchester Ship Canal Company during the 1960s but little other than this was known.

After a few months of fruitless digging, we contacted the Manchester Ship Canal Company.  This one phone call produced more than all the previous ones put together.  Within three hours of speaking to their Mr. Chambers he had returned my call advising that he had photocopied all the relevant documents and was posting them that night.MR Coach 22-3-1958

All of the information given to us by the MSCC relates to the vehicle after 26th January1953 when enquiries were being made by the MSCC as to the vehicle’s purchase.  The period before this is still patchy, but some we do know.

Drawings and photographs of other vehicles tend to make us think that the vehicle was built between 1874 and 1890 at Derby to drawing D529.  The number 68 is stamped on the inside of the solebar, so we may still be able to trace the original date of manufacture.

  Apart from being taken into LMS stock on 21-7-1920, little is known of the vehicle’s movement except that it was part of a fire train.  As M198718 the vehicle was moved to the Central Wagon Company Ltd. at Wigan on 21st March 1953.  It was modified to ‘Cashier’s Coach No.2’ and entered MSCC service on 21st April 1953.

The vehicle was examined by members of the Southern Locomotive Preservation Co. Ltd. at Manchester Docks on 7th June 1966 and subsequently purchased for £40 and delivered by road.

The modifications performed by the Central Wagon Co. Ltd. for the MSCC included:

·        Removal of the vacuum brake,

·        Addition of extra roof-lights,

·        Fitting of end doors,

·        Fitting of a central partition,

·        Toilet and washroom facilities added,

·        Cashier’s pay-out window added,

·        Re-positioning of stove and stack.

Work started during the early summer of 1990 with all roof fittings being removed.  All old roof felt and canvas was carefully scraped off.  The interior was stripped out and all sealed-up doors opened.

During the last eighteen months steady progress has been made, with the cashier’s window being removed and panels fitted.  Damaged roof timbers are being removed and most of the panelling on one side has been renewed.

Assistance is always welcomed, so anyone wishing to help – just come along.

Thanks must be expressed to the Historic Carriage Dept at Butterley, and to the Manchester Ship Canal Company, for their help and support over the last two years.

D.Whittle

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142 – Chasewater Railway Museum Bits and Pieces

Posted on April 12, 2023 by | Leave a comment

We are sorry but due to other commitments, the Museum will not be open this Sunday, 16-4-2023.

142 – Chasewater Railway Museum Bits & Pieces – From Chasewater News December 1991 – Part 1

Editorial – Nigel Canning

On September 3rd this year our hard work finally paid off when Major Olver inspected the railway and gave us permission to run on the extension past Willow Vale.  Next year when our newly delivered concrete platform has been built, we could even be running trains to a timetable.  A lot of hard work still remains to be done, but by the end of 1992 we could well be running to the causeway.  It is now entirely up to us, the more effort we put in, the further we will be able to run trains, so if YOU can help: PLEASE HELP EXTEND THE LINE IN 1992!!

Locomotive News – Including extensive news about Asbestos

Asbestos leaves Brownhills West propelling the Gloucester trailer.

No.4 Asbestos – Many members will have been wondering what has happened to Asbestos and why it has not yet been returned to traffic.  When the loco last worked (in 1989) it was suffering from a number of ailments, none of which were particularly bad, but all added to make the loco a rather cantankerous old lady.  When the boiler became due for inspection it was decided to rectify as many of the faults as possible.

One major worry was the state of the foundation ring rivets at the base of the firebox.  A few of these were found to be leaking and needed replacing.  Some of the quotes for the repair were alarming.  One company quoted £1,500, if we took the boiler to their factory on Leicester.  Fortunately we found a boilersmith who was prepared to travel to Chasewater and do the repairs ‘in situ’.  This saved a great deal of work lifting the boiler out of the frames.  The bottom three rows of tubes were also removed as these were older than the rest and in need of replacement.

With the repairs complete, the boiler was cleaned to allow the inspector to use his ultra-sonic tester to measure the thickness of the boiler plate.  One unpleasant surprise was the state of the inner firebox around the fusible plug.  The plate was corroded and was only 7mm. thick, very close to the minimum allowed.  Nevertheless the inspector pronounced the boiler OK with the proviso that we keep a close eye on the thickness of the plate around the fusible plug.

The next problem was replacing the two dozen boiler tubes.  Fortunately the tubes in Asbestos are the same diameter as a Hunslet ‘Austerity’ 0-6-0, and we happened to know of just such a loco which was undergoing a mayor re-build.  The tubes were only a couple of years old, and once cut down to length would be just the job.

Then, suddenly, the CLR finances took one of its periodical downturns and there was no money to spend, even on second-hand tubes.  The time was not entirely wasted, as the loco was blanked off ready for its hydraulic test, and the cab fittings were overhauled to make them steam-tight.  Even so, many weeks were lost.

The boiler tubes arrived at the end of June, and were then cut to length, cleaned, annealed and expanded into place.  The regulator will also receive attention and, hopefully, the loco will pass its hydraulic examination.

The long term future of the loco is somewhat doubtful.  The firebox will need further repairs, and although it may be possible to weld a circular boss in the firebox crown relatively cheaply, the loco is still likely to need a full set of tubes costing around £1,500.  Will the money be available to pay for the repairs?  We shall have to wait and see! – P.Aldridge

No.5 Sentinel – This loco has continued to work all of the passenger trains, and whilst running on the free coal found in the ex Lea Hall mineral wagons is very economical indeed.  With the opening of the new track extension, bunker capacity is again becoming critical and may have to be further improved,Ken Judkins poses for the camera with his 200hp Sentinel during a demonstration at Cargo Fleet Steelworks in Middlesborough in the 1950s.  The loco on the right is an earlier Sentinel rebuild of a conventional loco.

No.2 Lion – This loco is still awaiting a new set of washout plugs so that it can be hydraulically tested.

S100 – Work has started on moving the boiler from the site now required by the C & W Dept down to the loco shed yard.  Now that the hornguide grinding machine has been perfected, work will start on the actual grinding process.

DL7 – This loco has stood with one of its cylinder heads missing for a number of weeks.  Apart from a valve being stuck open, the valve seats are in an extremely bad condition, requiring re-machining and grinding in.

Fowler – This loco has again carried out all the shunting and works train duties without problem.

No.21 Diesel – Work has started on the restoration of this little loco with the cleaning and painting of the bodywork and frames.

 No.21 in the Heritage Centre at Chasewater,  2011

Smith Rodley Crane – The crane has remained out of use and requires adjustment of its clutches before it can be used on its next big job – the building of Willow Vale platform.

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140/141 – Chasewater Railway Museum Bits and Pieces

Posted on April 6, 2023 by | Leave a comment

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.

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Chasewater Railway Museum April 2023 Newsetter

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Posted on April 1, 2023 by in Newsletters

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139 – 137 Chasewater Railway Museum Bits and Pieces

Posted on March 29, 2023 by | Leave a comment

139 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Autumn 1991 – Part 2

How it was, how it is and the 1st Burntwood Scouts

 Initially we started the track attack around Jan/Feb 1990, but an accumulation of other, more pressing jobs needed our attention.  As a result, it was decided to leave the planned track extension until a later date, which was more or less twelve months later.

How it was.

After laying 50 odd concrete sleepers between two of us, just Pete and I, we came to the conclusion that the rails were out of true, that is, they were not in uniform lengths.

We concluded that it would take more than two of us to correct this problem so we decided to leave it until later in the year, and, as stated earlier, other jobs required more urgent attention.

Meanwhile, it had been decided that the various departments of our railway required better leadership, and as a result, Les Emery became our Permanent Way foreman.

Firstly, I suppose he felt like any other p-way ganger would, that trundling down 1,000 or so yards of track to nowhere specific causes enthusiasm to wane a little.  Secondly, he seems the kind of bloke who has the uncanny knack of proving the need for his actions, and if a job should crop up, would rather do it first than answer for it later.  Now the p-way gang get even the most tedious jobs done, whether it is weedkilling, tightening fishplate bolts, or even cutting back the grass banks or trees.  Using a shovel and sweat (unless some kind soul out there has got an old JCB to lend us?) quite a lot has already been achieved.How it is.

Things are coming on nicely thank you.  Since starting the ‘track attack’ in February, Les came up with a brilliant idea for moving 60 foot lengths of rail with only about three blokes, by the use of three small rollers onto which the rail can be jacked and then pushed along.

Our gallant leader believes that we could be at the bottom of the causeway bank by the end of October, others reckon spring 1993, and that id laying the track, ballasting and having it passed by the Railway Inspectorate.

Ur long term ambition is to relay the track as far as Anglesey Wharf, which is close to the bad canal bridge in Wharf Lane.  Mind you, that’s a long way off yet, but the way things are going, could be in the next ten years or so.

Our main concern will shortly be the causeway bank which has got to be braced and backfilled as the water has eroded the banks on either side.  The ‘spiky bridge’ also needs repair; I wonder if it will still be called the ‘spiky bridge’ once it is repaired?  We are fortunate to have no underbridges on this railway, just the two overbridges.

It is hoped to use the existing platform built years ago by the Manpower Services Scheme on the other side of the causeway.  This would be the end of our extended run until further rail and sleepers could be obtained.

Our track attacks take place once a month, with minor maintenance jobs done in between.  With our line getting ever longer, weedkilling by watering can is tending to become an all day job.  A big tank with a spray pipe at one end could be a solution to the problem.After the toe rags smashed the Willow Vale bridge handrails off completely, Dave, Keith and Paul fabricated new handrails using old bullhead rail so that should, I pray, be that job done.

I should mention the great help we had from the Burntwood Scouts during the May track attack – it was much appreciated – cheers.

Arthur Edwards

The 1st Burntwood Scouts and the May Track Bash

1st Burntwood scouts were one of the largest scout groups in the Lichfield District.  They had just under 200 members ranging from 7 year old Beavers through to 20 year old young men and women in the Venture section.

Whilst many of the activities have changed over the years, to meet the challenges of today’s society, one activity which is still central to scouting is that of helping others.  This can take many forms, but one in particular is that of becoming involved in the local environment.

When Dave Whittle mentioned that the Chasewater Light Railway hold regular sessions to clear and extend the running line, the Jupiter Troop of scouts thought that this would not only be a worthwhile environmental project to become involved in, but might also be good fun.

As it turned out the boys who came along all thoroughly enjoyed themselves, put a bit of work in as well, and went home both tired and wanting to return.  Now that we have made the contact, we will be bringing parties of scouts along to help out in any way that we can.

1st Burntwood Scouts.The scouts pose with the CLR track gang in front of the works train at the end of the May ‘track bash’.

137 – Chasewater Railway Museum Bits & Pieces

From Chasewater News April 1991 – Part 5

More Sid Browne Memories – Pete Aldridge

Flat Tyres

Whilst industriously playing cards one morning in the1960s at Bescot, Sid was summoned to the foreman’s office.

‘Sid’ said the foreman, ‘There’s a special test train waiting at Wolverhampton.  They haven’t got a guard, so I’m sending you along.’Gateway to the high level railway station

This building is described thus on a blue plaque erected by the Wolverhampton Civic Society:
“The Queen’s Building. Gateway to the High Level Railway station. Erected 1849. Edward Banks, Architect.”
It is located a short walk away from the mainline station. The bus station is located beside it.   © Copyright Ruth Sharville and licensed for reuse under this Creative Commons Licence.

Sure enough a taxi arrived and took Sid to Wolverhampton High Level.  The special train consisted of four brand new electric locomotives, two at each end of a test coach.  It all looked very impressive.  Alas, no-one had a key to open the doors on the coach, so Sid, a petite sixteen and a half stone, had to force his way in through the corridor connection.  The key was hanging up in a corner of the coach.

Eventually everyone got on board.  The driver of the electric loco was told ‘You’ve got a clear path through to Stafford.  Go as fast as you can from here and don’t stop no matter what we do with the brakes until we get to Stafford.

‘Hello!’ thought Sid ‘This should be fun.’

The train started off and rapidly picked up speed.  ‘Just a minute! called one of the inspectors, ‘The handbrake’s still on the coach!’

‘So take it off then’ chimed another inspector.

‘Could be tricky,’ said Sid ‘It’s external; there’s no way of getting at it from in here.’

The inspector applied the vacuum brake, but to no avail, the driver was carrying out hid instructions to the letter.

What a sight it must have been, four gleaming electric locos, pantographs sparking and flashing, with the tyres of the test vehicle flashing and sparking as well.  As it turned out, the driver did not get the clear run he had been promised, and the train stopped near Penkridge.  The inspectors hurriedly released the handbrake and climbed back onto the train.  The signals changed and the driver set off once more.

‘THUMP THUMP THUMP’ went the coach wheels, which had huge flats on their tyres.  The train accelerated up to Ninety miles an hour.  ‘THUBITY THUBITY THUBITY’ the coach shook and vibrated.   Things fell of shelves and out of cupboards.  This was unbearable.

At long last the train arrived at Stafford.  ‘Everything OK?’ asked the driver as he climbed down from his electric.  The test crew, plus Sid, were ashen faced and feeling far from well.

‘No, not really,’ replied the inspector, and was promptly sick!The first ‘Peak’ Diesel leaving Stafford on an Up express View NW, towards Crewe etc. on the WCML. By 1960 many WCML expresses had been handed over to Diesel haulage: here No. D1 ‘Scafell Pike’, the first BR/Sulzer ‘Peak’ 2,300hp Type 4 1-Co-Co-1 (later Class 44 No. 44.001), pulls the 08.30 Carlisle – Euston out of Stafford station.  © Copyright Ben Brooksbank and licensed for reuse under this Creative Commons Licence.

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Chasewater Railway Volunteers

Posted on March 24, 2023 by | Leave a comment

Make new friends, learn new skills. Chasewater Railway is run by working members who are all Volunteers. If you find yourself with time on your hands, why not join our friendly team? With hours to suit, as little or as much time as you want to give, can make a real difference. With opportunities to work in different departments; Operations – footplate (steam & diesel) crews, Carriage and Wagon, Museum, Shops, Station Staff, Train Crews (Guard and Travelling Ticket Inspector), Maintenance and Restorations of Rolling Stock, Permanent Way (track), Narrow Gauge, Model Railway and Events. Previous experience is not necessary as full training will be provided, we are always looking to welcome new Volunteers.  Whatever your skills and experience, working, retired or studying, there’s something for you at Chasewater Railway

The Museum is open to visitors on most Sundays and at other times by prior arrangement.

The aim is to open on every running day but over the last few years our numbers have diminished due to members sadly passing away and illness.

We are really looking for mature members no longer able. perhaps , to do the heavy lifting associated with railways but still having a lot to offer, with local knowledge and railway matters in general.

There is a fair amount of paperwork involved, our catalogue is kept on a computer database, help would be appreciated.

There is an excellent video about the Chasewater Railway Volunteers in various departments on youtube,
unfortunately, I can’t put a llnk on here, the link has been disabled by the video owner.

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Chasewater Railway Museum News

Posted on March 14, 2023 by | Leave a comment

Trains are scheduled to run Saturday and Sunday, 18th and 19th March.

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136 and 138 – Chasewater Railway Museum Bits and Pieces

Posted on March 9, 2023 by | Leave a comment

138 – ChasewaterRailwayMuseum Bits & Pieces

From Chasewater News Autumn 1991 – Part 1

Editorial – Nigel Canning

This summer has seen a number of achievements on our railway.  The station and its facilities have been improved, the track is gradually being extended towards the causeway and the existing running line maintained to the best of our ability.  One big problem, however, still hangs over the line – the proposed motorway.  The latest news is that it will be a toll road, and for various reasons may not now be completed until 1997.  If we had a tiny percentage of the money already spent just planning and re-planning the motorway we could probably complete our railway and finance it for the next fifty years!

Locomotive News

No.4 Asbestos – Work on this loco has continued with the fitting of twenty four boiler tubes to replace those leaking when the loco was taken out of service.  The steam manifold in the cab has now been re-machined and a new main shut off valve fitted.  It is now likely that the hydraulic test will be carried out in the next couple of months.

No.5 Sentinel – This loco has worked all the passenger trains so far this year without major incident.  The recent closure of Lea Hall Colliery brought about a brief change of fuel on the railway, and 9632 seemed to be much happier running on the replacement Littleton coal, however with the arrival of our two new mineral wagons and their unexpected contents the loco is again running on Lea Hall coal.                          One consequence of a Sentinel powered railway is that the water column has fallen into disuse and has not even been filled this year as the loco will run all day on its 500 gallon thankful with perhaps a little topping up from the hosepipe.

No.2 Lion – Four new mud doors have been made and fitted to the firebox, but the loco still awaits a set of washout plugs before it can be hydraulically tested.  Already two sets have been specially made and found to be wrong to the dimensions specified.  A third set is now being made!

S100 – Work is still progressing on the building of a machine to re-grind the hornguides of this loco.

DL7 – Upon attempting to start the engine after its having stood out of use for a few weeks yet another valve jammed, bending its pushrod.  This time the damage appears more serious, requiring the removal of one of the cylinder heads to allow a repair to be effected.  As a consequence the loco has been out of service throughout the summer.

Fowler – This loco has remained in regular use for shunting and for works train duties without problem, although it seems to have developed a loud hiss from the exhaust outlet, the reason for which has yet to be established.

Smith Rodley Crane – The crane has remained out of use lately although some work has been carried out in preparation for the fitting of safety guards over the exposed gearing in the cab.

Permanent Way News

As usual a lot of hard work has been put in on track maintenance and relaying.  Work on the extension has been restricted to the monthly ‘track bashes’, but even so we are now getting very close to the houses at Norton.  The May ‘track bash’ was boosted by help from the 1st Burntwood Scouts, although since then the holiday season has reduced numbers quite dramatically (to four on the August ‘bash’.Flier included with the magazine!

On other weekends effort has been concentrated on the existing running line.  Various sections have been re-packed and aligned, as a result of which the ride is much smoother than it has been.

The whole of the running line as far as Willow Vale has been weed killed by hand using watering cans, a mammoth task by any standards, and now looks very tidy indeed.  In July a large area of weeds was dug out from the end of the line by a party of pupils from Brownhills Comprehensive School, making a great improvement.  Even the bridge handrails have been renewed, this time using toe-rag proof bullhead rail and point rodding.

The concrete platform for Willow Vale was scheduled to arrive in July, but due to the SVR’s crane driver being ill, has been delayed for a while.  Hopefully we can still get it delivered to Chasewater before the start of the dark evenings.

Carriage & Wagon News

It looks as if work will shortly begin on building a small carriage shed to allow restoration of wooden stack to continue in bad weather.  It is intended that this ’temporary building’ will be erected against the buffer stops on No.1 road using steelwork and sheeting which has been in storage in the loco shed yard since last year.  Work will commence with the painting of the metalwork and clearing of the proposed site.

Midland four-wheel Passenger Brake – A number of wooden panels have been removed for repair and to give access to the framework beneath.  Because of this, the vehicle has remained partially sheeted over.

Manchester, Sheffield & Lincoln six-wheel coach – This vehicle has also received attention to its wooden panelling.

Great Eastern six-wheel Passenger Brake – This is yet another vehicle which has had body panels repaired, and this time painted in blue temporarily in order to keep out the weather.

Maryport & Carlisle six-wheel coach – This vehicle has been completely sheeted over and no further restoration has been carried out.

Wickham 2-Car DMU E56171 & E50416 – These two vehicles are still separated as the trailer is still; running as part of the passenger train.  With the new station buffet now open for business, and the Derby centre car soon to take over on the passenger train, they will shortly be re-united so that their restoration to a working DMU can begin.

Gloucester Trailer E56301 – This vehicle has remained in service on the passenger train without problem, although the bodywork is now somewhat tatty to say the least.

Derby Centre car W59444 – This vehicle has not yet entered service but will do so shortly as soon as the Guard/Driver buzzer system has been modified.  Up until now a separate wiring harness has been added to each coach for this purpose, but to simplify things, a special jumper cable has now been made so that coaches can connect via their own cabling, and to the loco via the new jumper lead.   Once the Wickham is taken out of service, a new bar will be needed, possibly the ‘Derby Bar’.

Wagons – Details of the two new steel-bodied mineral wagons are given in a later post.  The two GWR brake vans have remained in use as mess and tool vans on the works train.  No work has been carried out on any other vehicle.

General News From The Line

Bric-a-Brac Stall – This now well established feature of Brownhills West Station continues to make a large contribution to the upkeep of our railway, typically £50 or £60 over a Bank Holiday weekend.  Many thanks to Jan Forrest for the donation of books for the stall.

Station Buffet – The new station buffet is now open for business and requires only minor work such as the fitting of steel roller shutters over the windows to complete the structure.  Named the ’Shunters’ Cabin’, this establishment is also making money and is a fantastic improvement over the previous arrangement.  Mains water and electricity, and a staff toilet, are among the facilities not previously available in the old Wickham buffet.

Portaloos – The ‘Ladies’ and ‘Gents’ have also opened for business.  This feature of the station will no doubt be appreciated by the public, and stands as a tribute to Walsall Council’s total disinterest in facilities at Chasewater.  The building has been painted in maroon and cream with strategically positioned flower beds to hide the wheels.

136 – Chasewater Railway Museum Bits & Pieces From Chasewater News April 1991 – Part 4 More Sid Browne Memories – Pete Aldridge

136 Chasewater Railway Museum Bits and Pieces

From Chasewater News April 1991 – Part 4

More Sid Browne Memories – Pete Aldridge

One Upmanship

During the 1960s many long cherished traditions on the railways were swept away.  The scrapping of steam and the closure of many branch lines are well known, but in fact almost every aspect of railway life was changed.  For many decades the railwaymen had worked to their own hierarchy, whereby the most senior guards got the best pay, and generally easier jobs.  Then the tide of change began to sweep in.

As a goods senior guard at Bescot, Sid was among the more senior of the staff and had become used to the ‘plum jobs’.  One of these was the Bescot to Sheffield goods train as this involved maximum pay for minimum effort.  One morning, however, a new policy was introduced.

The foreman introduced a slightly scruffy looking young man to Sid.

‘This is Norman’ he said, ‘He’ll be taking over some of the Sheffields, so can you show him the road and make sure he’s OK?’

Sid was far from pleased.  The youth was a new recruit and had what we would call today an attitude problem.  Sid was determined to show him just who was the boss.  Once all their duties were done, Sid and Norman climbed into the brake van.  The driver of the Sheffield bound train also knew what was at stake, and intended that this new youth should be put in his place.

To Norman’s surprise, Sid lay stretched out on the bench in the brake van and apparently dozed off.  Norman did not know that in this position Sid had a good view of the train through the ducket in the side of the van.  Through half closed eyes Sid watched the loco until its cylinder drain cocks opened prior to the train moving off.  Sid yawned and appeared to wake up.  ‘It’s about time we were off’ he said nonchalantly.  ‘How do you know?’ began the youth, but before any explanation was given the van jolted forwards.  They were off.  ‘It’s a sort of sixth sense you get’ said Sid mysteriously.  Sid pretended to doze off once more while all the time looking carefully through the ducket.

After a few minutes Sid stirred again.  ‘I reckon the peg’ll be against us at Brownhills’ he said.

‘Why do you say that?’ said Norman.

‘Just a feeling’ explained Sid, not, of course, admitting that he could see the approaching signals.  Sure enough, the train slowed and Sid laconically pulled the hand brake on.

At every junction, station or landmark along the way Sid would mystify his unwanted pupil, pretending to be asleep until his mysterious sixth sense popped up/

‘Smell that?’ said Sid ‘That’s the hops at Marston’s Brewery.  It’s a totally different smell to the hops at Bass brewery.  If you’re going to work this line at night you’ll have to tell the difference or you’ll not know what part of Burton you’re in.’

Young Norman’s self-confidence was beginning to crack.  Did you really have to be a beer expert to become a railway guard?

Just outside Sheffield Sid drove his point home.

‘Ah!’ he said ‘Roast mutton’.  Poor Norman was mystified.

‘What day is it?’ asked Sid.

‘Err… Thursday’ replied Norman.

‘Then we must be at Millhouse, you see the Victoria pub serves roast mutton on Mondays and Thursdays.  The pub’s right next to the railway, so you can’t miss the smell.   The trouble is, the Railway Hotel at Heeley also serves mutton, but on Tuesdays, Wednesdays and Saturdays, so you need to remember what day of the week it is and who serves what on what day of the week, otherwise if it is foggy, you might not know where you are.  Is that all quite clear?’

Norman just did not know what to think.  Not only did you need to be psychic and a beer expert, you had to be familiar with all the pub menus on either side of the railway and a walking almanac.

Needles to say, Norman soon left the railway and the ‘Sheffields’ remained in the hands of the senior men a while longer.

(Actually, those railwaymen who knew Sid would probably say that he DID know the pub menus on the line from Bescot to Sheffield!)

 Experience at Chasewater proves the answer to this question to be a resounding ‘YES!’

Please note: While these stories are as they were told to Sid’s grandson, and have not been knowingly embellished, the author cannot be held responsible for any inaccuracy!  If they are not true, they ought to be!

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Chasewater Railway Museum March 2023 Newsletter

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