Tag Archives: Brownhills

114 – Chasewater Railway Museum Bits & Pieces, Winter 1987

Posted on March 16, 2022 by | Leave a comment

114 – Chasewater Railway Museum Bits & Pieces

 From Chasewater News Winter 1987

Featured photo: Kerr, Stuart    Works No 3063    D249 Willy 0-4-0WT Pic – RMWebb

Chasewater Comment – This issue’s comment is not the usual message of doom and despondency and may help prove that all the recent effort has been worthwhile. (This page was ok but it soon went back to the old story – we’ve not got any money!)

From the Boardroom Notes – Most of the hassle is being caused by the motorway mentioned in the last notes, of which more later.  Many problems are being caused because the railway’s records are scattered among the directors, especially the accounting records which really do need to be housed centrally.  To this end the office at Brownhills West was planned, agreed and the basic structure provided, but despite the plea for funds in the last magazine, none have been forthcoming.  The situation is now becoming very grave, as it will soon be impossible to meet the statutory requirements for administration of the business.  The company has no money available for capital expenditure before Easter, nor to cover commercial stock and publicity for next season.  This is largely due to our inability to make more money from operations, hence the need for the above expenditure. (Seems like a vicious circle – after being in similar circumstances for some time before this point, the people running the railway must have been very enthusiastic to keep carrying on!).

The AGM in March will see all of the present Board standing down and in some cases seeking re-election.  Anyone interested in taking part in the management of the railway should contact the Secretary as soon as possible.  Essential requirements are enthusiasm and commitment. (As Mr. Punch once said: “That’s the way to do it!”).

The Chairman and Secretary have been engaged in a considerable amount of planning, lobbying and briefings connected with the development of the Railway now that the motorway route has been published.  The Company is objecting to the destruction of Anglesey Basin by the Burntwood by-pass and its link road.  Development of the rest of the line should be unaffected but long leases are unavailable at present.  Negotiations will however continue and preparatory research is now being undertaken for the Light Railway Order.  The Board has produced a report on the options available.  The basic proposals include continued development of works and storage facilities adjacent to the present shed and location of land for visitor facilities and a museum next to a re-sited Brownhills West Station.  It is this latter point which is causing problems as the Council seems to be unwilling to commit to anything at the present time.

By the time you read the next boardroom notes our surveyors and solicitors will be playing a much more active role in ensuring the future of the railway, with special reference to the reinstatement of lost facilities and opportunities at Brownhills West.

News from the Line

Permanent Way Department – Following a couple of derailments, the points next to the water column controlling 2 & 3 roads have been completely dismantled and rebuilt in a shorter configuration.  Work is expected to be completed well before Christmas and as a result, 3 road should be around 60 feet longer.  After completion of this work a start may be made on the much awaited run round loop at Brownhills West.

There are still a number of jobs outstanding to satisfy the Railway Inspector, notably provision of level crossing gates, facing point locks and Annets Key lever frames.  It is hoped that this work, along with the usual repairing of fences and packing track, will be completed this winter.  All volunteers will be most welcome!

Carriage & Wagon Department

Gloucester Trailer (E56301) – This vehicle has run its first year on passenger trains with the vacuum brakes in use.  The roof and bodywork have been repaired and a number of batteries have been replaced.

Wickham Power Car – This vehicle has again been in use as a stationary buffet car earning vital income.  Replacement guttering has been completed and the roof repainted.  A number of damaged batteries have been replaced.  Attention is now required to repair its warped doors, and to repair and repaint the body and re-decorate the interior.

Wickham Trailer – This vehicle is still relatively derelict with a large number of broken windows.  It has, however had its replacement guttering completed, roof repainted and a number of windows are now available to replace those stolen or damaged.

LNW Milk Van – ‘James’ has had a couple of body panels renewed following attempted break-ins and has also had mains lighting and a burglar alarm fitted.  It is hoped that the ‘motorway move’ will allow it to be re-connected to the rest of the railway.

MR Passenger Brake – This for wheeler has been repainted inside and out and has been in use on steam days as an extra exhibition coach.

GW Brake Van – This van has been beautifully restored internally and now only requires ‘finishing off’ and attention to the running gear.

M&C, MSL, & LNW Brake End – All of these vehicles have received a certain amount of ‘preventive renovation’ and look quite presentable from a distance.

Hopper Wagon – This wagon has had the hopper completely removed and is to be fitted with sleeper decking for use as a flat wagon.

One of the ex Holly Bank Colliery 5-plank wagons has been repainted in a livery reminiscent of Stroudley’s improved engine green.

All other Vehicles – No work carried out.

Loco Department

No.1 – no work done, needs painting and superficially renovating.

No.2 – ‘Lion’ is still progressing under its new ownership, having had its chimney cap repaired, paint stripped and re-applied, and the boiler prepared for inspection.

No.3 – ‘Colin McAndrew’ work is still progressing on boiler repairs.

No.4 – ‘Asbestos’ has run well after a late start this season.  It will require minor work on valve gear, boiler and regulator ready for next season.

No.5 – ‘Sentinel’ 59632 has completed its first full season of passenger work and on 11th October was griced in the traditional manner by a man with a long mac and notebook from the field opposite the shed.

Sentinel – December 1989

No.6 – The Albright & Wilson Peckett has had the cab and boiler removed to allow work on re-plating the bottom of the smokebox to proceed.

Peckett 917 at Albright & Wilson 21-4-1951

No.7 – The Ruston is still operational with no problems.

No.8 – ‘Invicta’ has been prepared for boiler testing and has had part of the driver’s side cab cut away for re-plating.

Invicta – Station Master: Rob Curtis (AKA Elder Grimm)

No.10 – ‘S100’ Work has progressed on steam chest fastenings, frames and spring hangers.

No.11 – ‘Alfred Paget’ remains out of use although it was recently repainted.

No.12 – The Fowler, following its recent arrival, remains out of use pending replacement or repair of its batteries.

No.15 – The Hudswell remains out of use with no work having been carried out.

No.21 – The Bass pudding remains out of use with the engine removed.  Some work has been carried out on de-rusting and painting the bodywork.

Chasewater Events 1987

Our first full operating season since 1982 saw four special events organised by the Chasewater Light Railway and Museum Company.

The first event was held on 26th April when, in addition to a Norton Motor Cycle Rally, we held a Railwayana Fayre.  The event was a reasonable financial success with eighty plus Nortons in attendance plus around a dozen sales stands.  Nigel Canning’s Sentinel performed admirably on trains, as indeed it has all season.

Sunday 21st June, a somewhat overcast day saw both ‘Asbestos’ and the Sentinel in steam on the occasion of our first Model Engineers Day.  Attendance both of the public and, perhaps even more disappointing, of exhibits was low.  Thanks go to John Rickers for bringing along six of the thirteen visiting exhibits.  John has been a good supporter of or rallies for several years now and his models are of a very high standard.  However, the star of the show was Roy Prime’s Sentinel steam wagon, built to ¾ scale, attending only its second rally.

One new event of which we had high hopes was the military weekend held in conjunction with the West Midland World War 2 Re-enactment Group.  Approximately twenty military vehicles attended the show, which was held over the weekend on Saturday and Sunday 25th & 26th July.  Apart from the mock battle held at 3.30pm on the Sunday ( unfortunately just as rain began to fall), highlights were an attack on Asbestos-hauled train and a 1943 Bren Gun carrier giving rides.  The Sentinel also saw use during the weekend.  Thanks in particular to Peter Bick, Chairman of the re-enactment Group.  The show was a moderate success and hopefully we can make various improvements for a similar event in July 1988.

Our biggest and best event was the annual end of season Transport Rally held on 11th October.  Two hundred and fifty exhibits were on display, including a 1904 Marshall traction engine.  It was nice to see the former West Bromwich Corporation Dennis ‘E’, now 59 years old and coming to its first rally since a major engine re-build.  A good selection of vintage and classic cars was well backed by 20 odd military vehicles, and a handful of commercials, more than in recent years, and a good display of motor-cycles and stationary engines.  Thanks in particular on this day go to Angela and Jill fro their work assisting Rob Duffill in the buffet coach.  Also special thanks to Ralph and Vera Amos for manning the sales stand at our major events this year.

From the Archives

Again this section features something of local interest.The Ennals Toy Fair handbill dates back to approximately 1935 – not only are the prices a revelation but just look at the various departure points, out of 38, only 12 remained open in 1987.  (Probably still fewer in 2011).

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113 – Chasewater Railway Museum Bits & Pieces No.2, Summer 1987

Posted on March 3, 2022 by | Leave a comment

113 – Chasewater Railway Museum Bits & Pieces No.2

From ‘Chasewater News’ Summer 1987

Permanent Way

Under the leadership of Chris Chivers a small group of workers have made a start on clearing the lineside undergrowth along the running line whilst a group of students spent a week clearing the passing loop beyond the current limit of operations.

The line has been weedkilled to give a more workmanlike look to the track and a catch point has been installed on the loco shed siding.

Work is now centred on the point connecting Nos. 2 & 3 roads in the compound, which were comprehensively written off by the new diesel!

From the Archives

Something which we expect to make a regular feature of in Chasewater News in which we feature anecdotes and snippets from items in the Museum Collection.  We begin this feature with items of local interest taken from the LMS Sectional Appendix to the Working Timetables dated March 1937.

Stafford

Stafford No.5 to Venables Sidings (LNT).  Drivers of trains not conveying passengers, proceeding to the LNE line must be prepared to receive a green hand signal when passing No.5 signal box.  The exhibition of this green hand signal will indicate that Venables Timber Yard crossing gates may be across the railway and drivers must be prepared accordingly.

Norton Branch

Five Ways Mineral Branch – between Five Ways and Conduit new Sidings.  In addition to LMS trains, the Five Ways Colliery Company’s engines work over this branch, and the Conduit Colliery Company’s engines work over a section of the branch between Conduit Colliery Sidings and Conduit Junction, and between Conduit Colliery Sidings and Conduit New Sidings.

Two keys are provided for padlocking the trap points – which must be obtained from the pointsman at Conduit Junction and must be returned to him on completion.

Five Ways

Before proceeding towards Five Ways, the guard must satisfy himself that the Colliery Company’s engine is stationary, and must set the road for the single line to the Colliery Sidings.   The line between the trap points and the sidings is used as the Colliery Company’s shunting neck, and on arrival from Conduit, train men having to place wagons in the sidings must at once place the signal provided for the purpose to danger to warn the Colliery enginemen that they must not come out on the shunting neck from the Colliery Sidings.  Before returning to Conduit the signal must be taken off, its normal position is ‘clear’.

After placing wagons in the sidings at Five Ways, engines waiting for loaded wagons must stand on the single line protected by the trap points before a train worked by either the Colliery Company’s or the LMS men leaves Five ways towards Conduits, the trap points must be set for the running line, and after the passage of such train must at once be reversed and securely padlocked for the trap by the guard.

Curator’s Notes

Peckett 0-6-0ST Hanbury

The Conduit Colliery locos referred to in the above would have been the four or perhaps five Manning Wardle 0-6-0STs in the Company’s ownership at that time.  Locos known to have been at Five Ways were the Peckett 0-6-0ST Hanbury and a Kitson 0-6-0T.  None of these locos survive but our museum does contain one nameplate and one worksplate ex Conduit Colliery and a brass No.2 off the Kitson.Coppice Coll. No.2 0-6-0T Kitson 5358-1921

East Somerset Railway and Cannock Wood

‘Cannock Wood’ No.9  in LBSC Livery

Older members may recall that when the E1 was sold to the Lord Fisher Locomotive Group in 1978 regular reports of its progress were to be received.  We make no apologies for giving news of the loco which left Chasewater nearly nine years ago.  The loco is now 110 years old – the hundredth engine built at the London, Brighton and South Coast Railway’s works at Brighton by William Stroudley and the doyen of the Cannock & Rugeley Colliery Co. fleet from 1926 through nationalisation and into National Coal Board days until withdrawal in 1963.

It is of interest to note that despite their intention to restore the loco to main line order as BR 32110, it never carried that number in service.  All reports refer to her as ‘Cannock Wood’ or number 9.

The boiler has been removed from the frames and detubed.  A boiler inspection has revealed the probable need of a new front tubeplate and the definite need of a new inner firebox with consequent restaying and a new foundation ring.  It is estimated that a further £20,000 is needed to put the boiler into a steamable condition.  The wheels have been sent to Swindon for tyres and bosses to be turned.  New side tanks are required.  Springs are being re-tensioned.  Loose horn guide bolts have been replaced.  Much platework is being replaced and a new bunker is virtually complete.  The frames have been needle gunned and received two coats of paint, new footplating is being fitted to the frames.

Eccentric straps, big end straps, connecting rods and valve roads have been cleaned, checked and are ready for re-fitting.  More news in future issues.

From the Museum

On Tuesday April 14th we suffered yet another break-in at Chasewater.  This time it was the LNWR 50 ft brake coach which was the subject of the robber’s intensions.. Having failed to gain access through the end door nearest the waiting room, and the lock refusing to give way on the normal entrance door used, the miscreant managed, presumably at some length, to chop his way with a pickaxe through one of the double doors on the platform side.  A quantity of railway rule books and the entire collection of some 160 odd LNWR postcards was taken plus a few other books and sundry items.

The following week saw the return of some items following a visit by Ralph Amos to a second-hand bookshop in Walsall which some of the books had been sold to by the criminal.  Unfortunately some pieces had already been sold by the shop owner who was unaware that he was dealing with stolen goods.

Latest news is that the police have picked up a Walsall man who confessed to the crime, amongst others as one might suspect.

There is some good news to report.  There is now an annex to the museum coach in the form of the recently restored ex Midland Railway circa 1880 four-wheel passenger brake which sees a display of railway prints, etc. on Open Days.  A selection of Chas. Butterworth’s very fine drawings was displayed therein on April 26th at the Railwayana Fayre.

Additions to the collection include official postcards of the LNWR, GNR, L & Y, Furness Railway and cards from the following railways which are all new to the collection.  Corris, Cambrian, LNWR and LYR Joint, GCR, NER, SECR, LSWR, Metropolitan Railway and Douglas Southern Electric Tramway.  Other nice additions are a ticket from pre-preservation days of the Talyllyn Railway and an LNWR ‘Birmingham’ dinner fork, courtesy of Rob Duffill.

Taken on Chasewater Railway’s Brewery Day, 2017

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112 – Chasewater Railway Museum Bits & Pieces No.1 Summer 1987

Posted on February 22, 2022 by | Leave a comment

112 – Chasewater Railway Museum Bits & Pieces No.1

From ‘Chasewater News’ Summer 1987

 Chasewater Comment

This issue’s contributor is Adrian Hall, Chasewater Light Railway & Museum Co. Company Secretary and a member of some 11 years standing.

The railway has long avoided making an important decision.  For it to become a museum of light and industrial railways, or an industrial loco group?  If the former then it must plan now to develop a museum complex which will draw visitors and exhibits, and have the ability to fund operations.  If the latter then it should dispose of everything except the most basic track maintenance stock, one passenger coach and the steam engines.  A basic platform with a short running line is all that would be required for the occasional Open Day, and funding would come from the small group of members in the ‘club’.

A museum requires a large building, visitor facilities of good quality to provide funding, and a line of sufficient length to give a real purpose to the railway.  All of this needs to be planned now, and implemented in the next few years (two or three, not ten or twenty).  It also requires commitment and enthusiasm.

So which is it to be?  The decision must be made now, or it will be made for us and will be neither of the above, but an end to the Chasewater Light Railway altogether.

Boardroom Note  (By the Company Secretary)

There has been much activity in the boardroom of late, where in addition to the general management of the railway, work still continues to complete the corporate reorganisation.

The railway is run on a day-to-day basis by the six departmental managers, to whom general enquiries, etc., should be addressed, the board being responsible for co-ordination and strategic planning.

The assets and liabilities of the Society have now been taken over by the new Company, as have most of those of the old Company.  It is hoped that these transfers will soon be completed, enabling the two ‘old ladies’ to be finally wound up.

Administration should be eased greatly soon once work is completed on the new office at Brownhills West.  Inevitably shortage of funds is slowing the project, which will also provide a new booking office, the old one met its demise at the hands of the tractor last year!) and a small shop unit.  If anyone can help with this (about £100 for wood, etc. is all that is needed) then their contribution will be gratefully received.

Thirty pounds or more will secure your name on a brass plate within this new and much needed facility.

As most of you are aware by now, the railway is to be crossed y the ‘Birmingham Northern Relief Road’ (now known as the M6 Toll Road), the motorway will orbit the northern side of the conurbation, which will relieve the M6 (or will it?).  The motorway will completely alter the South shore of Chasewater, including demolishing the Brownhills West Station site.  Informal negotiations have taken place with the Local Authority and the Department of Transport, and we have now engaged Solicitors and Surveyors to act for us in the formal negotiations to come.

We are obviously going to have to re-locate our main site, and anyone with any thought on this matter is urged to write to me as soon as possible.  We cannot put much in print at the moment, but I hope to be able to furnish more details in the next magazine.  In the meantime if you want to know more come along to Chasewater and ask.

A new set of membership rules were passed by the Board recently, mainly to tidy up the existing arrangements and make them clearer.  It is intended to send them to all future members when they join, and to existing members with a subsequent mailing when finances permit.

Among the new members listed are: C. Chivers, K.R.Sargeant, D.M.Bathurst and M.Webb.

Carriage and Wagon Notes (By Steve Organ)

Work is in progress on a number of vehicles in order to preserve and tidy the collection until such time as they can be placed under cover.

Appeal:

Winter 1987 should see some of the vehicles protected from the worst of the weather by a ‘tent’ in the station yard, although this is dependant upon the continuous flow of the following materials, which we would ask all members to look out for and drop into Chasewater in any quantities, however small: Tarpaulins, scaffold tubes (any length from 1 foot upward), scaffold planks (any length from 1 foot upward) and scaffold fittings.

Work in Progress Completed

L&NWR Suburban Brake

The roof has been overhauled and re-coated.  The ’lake‘ side has been stripped back to bare wood and primed with a fungicidal primer to combat the mildew problem, as this side suffers from the worst weathering.  The doors are being re-fitted and LNWR livery is being applied.

Manchester, Sheffield & Lincoln Brake

The Manchester, Sheffield & Lincoln coach with Asbestos

Has been stripped to bare wood and Cuprinol 5-star anti-rot applied.  Repaint is proceeding in light chocolate and silver grey.  Mock doors are being fitted on the brake end, which was burnt out, to tidy up the coach’s appearance and keep out the weather until new doors can be made (any carpenters out there?).

Maryport & Carlisle

No further work is being undertaken at the moment but supplies of paint are on hand if anyone would like to come and paint both ends (which are in undercoat) or start work re-panelling the ‘lee’ side.

Midland Railway Passenger Brake

The roof has been completely overhauled and re-coated.  The body has been re-panelled as far as possible, but not yet re-beaded.  The basic maroon livery has been applied externally and the interior painted lime green and white to match the LNWR 50’ brake ‘museum’ livery.  One half is being used as a gallery of railway prints, the other half is full of milk churns and ’luggage’ to represent an authentic ‘in service’ appearance.

Great Eastern Passenger Brake

Still in a disgraceful condition, we now have some panelling to hand ready to clad the sides of this vehicle.  Some of the existing panelling is still good and only requires painting.  We have the paint – we need painters!   Scaffolding is now available to work safely on this and other vehicles so come and help us with this basic work!

Ex GWR 16 ton ‘Toad’ Brake Van, Asbestos with the Maryport & Carlisle coach and the GWR ‘Toad’ brake in 1972

Now in private ownership, the ex Littleton Colliery ‘Toad’ is undergoing extensive re-panelling and replating to make good fire damage caused by vandals some years ago.

DMU Vehicles

The Wickham units have now been fitted with new gutters, a difficult and time-consuming task.  The roofs of both the Wickhams and the Gloucester have been repainted, and then in the projected C & W tent they can be painted into a uniform livery after body repairs are completed.

The Ex BSC Newark Hopper Wagon

This has now had its body removed and awaits decking before entering service as a flat wagon which will be most useful for track work.

So there it is.  Whilst progress is being made, we still need more help to complete these vehicles’ (and others’) conservation programmes.  We have the materials – come and help us use them!

Locomotive Notes

Despite mutterings from various people about supplying your editor with copious notes about what has gone on ‘down the shed’ the end result has been the usual – not even a blank piece of paper!

A brief layman’s résumé could be written as follows:

No.2  Following a change of ownership (its third since arrival at Chasewater!) the large Peckett has been stripped for its ten-yearly boiler inspection and hydraulic test.

No.3  Boiler repairs continue.

No.4  In service following being fitted with a new set of boiler washout plugs.

No.5  In service.

No.6  The ex Albright & Wilson Peckett has had its boiler removed in preparation for smoke box and tube plate repairs.

No.7  Serviceable.

No.8  ‘Invicta’ has been stripped for its major boiler examination and hydraulic test.

No.10 Following the insertion of new fitted bolts in the front end, Mr. Sale is about to start work on trueing the hornguides which should stop S100 from ‘waddling’ (which those who are old enough to remember say it suffered from when last steamed at Embsay).

New Arrival

A group of CLR & M.Co. members have purchased a Fowler 200 hp diesel hydraulic locomotive from the MOD at Radway Green in Cheshire.  The loco (numbered 7 at Radway Green, but presumably to be numbered No.12 at Chasewater) is in working order and arrived at Chasewater on 14th July and was on display at the Military Weekend of July 25th /26th following a hasty repaint in an olive green livery.

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111 – Chasewater Railway Museum Bits & Pieces, from Chasewater News 1986/7

Posted on February 13, 2022 by | Leave a comment

111 – Chasewater Railway Museum Bits & Pieces

 From ‘Chasewater News’ Winter 1986/7Magazine cover – a drawing of CLR No.5, the ex Walsall Gas Works Sentinel, by Steve Bent.

Following the “Reorganisation Day” of 22nd November there are at present three bodies which together form the Chasewater Project.

1       – Chasewater Light Railway and Museum Company – The CLR&M Co is responsible for the day to day and long term policies of the Railway as well as being the body to which the supporters and sympathisers of the Railway join.

The Officers of CLR & M Co. are:

CHAIRMAN – Steve Organ

GENERAL MANAGER – Tony Sale

ENGINEERING Manager – Nigel Canning

OPERATING MANAGER – Les Emery

COMMERCIAL MANAGER – Barry Bull

MARKETING MANAGER – Ian Patterson

FINANCIAL MANAGER – Bob Curtis

NON-EXECUTIVE – Colin Marklew

COMPANY SECRETARY – Adrian Hall

2       – Chasewater Light Railway Company – The old Company will remain in existence until its assets, debts and liabilities are transferred to the new Company.

There are at present two directors:

COMPANY SECRETARY – Adrian Pearson

CLR & M Co. NOMINEE – Adrian Hall

3       – Chasewater Light Railway Society – The Society is remaining in existence until such time as the CLR & M Co. attains charitable status, in order to safeguard the rolling stock and relics as well as holding the leases.

At present the CLRS has the following members: L.Hodgkinson, D.Ives, T.Sale, B.Bull and I.Patterson (CLR & M Co. Nominee)

The above mentioned are also the Trustees of the Society.

 News from the Line

Loco Department

No.2 is awaiting its turn for overhaul, a change of ownership is rumoured.

No.3 Slow progress with the firebox repairs may result in the frames making way for the GM’s machine (S100) in the shed.

No.4 Asbestos has performed satisfactorily during the season and is due for attention to its side rod brasses and regulator valve during the winter months.

No.5 59632 has also performed well and gets better with every steaming.  The vacuum brake system works to the required standard, much to the relief of all concerned.

No.6 All that can be reported is that we have exchanged a spare set of side rods in our possession for some missing boiler fittings (stolen some years ago).

No.7 The Ruston has been used occasionally for shunting but happily the increased use of ‘real’ motive power has made the engine somewhat redundant.

Neilson, Alfred Paget and Barclay Invicta

No.8 Invicta may well return to service during 1987 following a full boiler examination, platework repairs and fitting of vacuum brakes.

No.10 The frames of S100 have descended from their lofty perch and are temporarily mobile.  Once installed in the shed the wheelsets will be re-removed for attention to the hornguides and following a probable orgy of machining and highly technical stuff, the motion and valve gear can be reassembled – sounds easy, but it could take years (and years!).

No.11 The ancient Neilson languishes outside the shed awaiting its turn for attention.  (it’s now got as far as the workshop!)

No.21 The ex Bass Worthington ‘pudding’ awaits its replacement engine.

Wickham DMU

Several windows have been replaced following a spate of vandalism and new rainwater gutters have been fabricated and fitted.

The presence of blue asbestos (the mineral not the engine!) has been noted by the Railway Inspectorate and it will have to be removed from all three DMU coaches in the not too distant future.

Trackwork

Following Gricers Day work was concentrated on relaying Nop.1 road back to the remnants of S100.

This was swiftly accomplished and as mentioned elsewhere the frames of S100 were removed.  Once the boiler of S100 is removed the Great Eastern Coach should be rendered mobile, last having moved in about 1973!

Following the visit of Major Olver of the Railway Inspectorate on 3rd December work has centered on the installation of a catch point on Elsley’s siding which has been relaid.  The catch point is necessary to stop any stock rolling onto the main line when passenger trains are being operated.

Wooden Bodied Stock

Steve Organ has started the unenviable task of restoring the wooden bodied coaches, or at least making them weatherproof and presentable.

He is aiming to have the three six-wheelers and the four-wheel MR passenger brake fit for running demonstration trains (i.e. non-passenger carrying) by Gricers Day on 11-10-1987.

Needless to say all offers of help will be most welcome as the success of this laudable project rests on ADDITIONAL help coming forward.

So far the ex Maryport & Carlisle coach is nearly in the initial stage of acceptability whilst Mr. X (I can’t remember his name) is having a go on returning the ex MR four-wheeler to its pre MSC scheme condition.

Being highly optimistic, Organic Steve hopes to fit in a renovation of the brake end of the ex LNWR coach as a picture gallery (a what!!!!?)The afternoon ‘Paddy’ on the Hednesford to Cannock Wood line during the late 1950s.  The loco is the 1866 built Lilleshall 0-6-0ST ‘Rawnsley’ and the coach is the ex LNWR non-corridor composite now awaiting restoration at Chasewater.

 431 Hudswell Group Notes

The fund is approaching the half-way mark towards the purchase of the locomotive, so by this time next year the locomotive should be in the ownership of the group.

The recent visit of the Railway Inspectorate has provided the Group with a major setback as the boiler lagging of the locomotive must be professionally removed before restoration can begin, at a cast of well in excess of £500.

 Progress Report on ‘E1’ No.9 ‘Cannock Wood’The ex London, Brighton and South Coast Railway E1 No.110 ‘Burgundy’ seen coasting down te Cannock Wood branch in its later form as Cannock & Rugeley Colliery’s No.9 ‘Cannock Wood’

We have received the following report about the restoration of the E1, which members of long-standing will recall was sold to the East Somerset Railway at Cranmore in 1978.

“Work has progressed well……well sort of.  Things have not come apart as they should and caused some anxious moments for crane drivers and merriment for those on the ground.

The first part to come off this project was the right-hand intermediate axle box oiling pot, since then many other parts have been removed, cleaned, repaired, painted in works grey (we have a lot of grey) and given an I.D. disc.  This is then entered in a log book recording what the part is, where it comes from and what it does, sometimes accompanied by a small drawing to help relocation when we fling the engine back together!

The front sand boxes took a great deal of effort to part them from the frames due to two hundredweight of one hundred-year-old wet sand which corroded all the metal bits together.  These are well on the way to being rebuilt.

The brake rigging has caused some problem with the steam brake being rusted up solid, a badly pitted cylinder bore, the main shaft bent considerably and pull rod equalizer rods bent.

The side tanks came off using the Dubs crane tank and the ‘lift and move quickly backwards’ method, with much screeching and tearing of metal (must remember to burn off ALL the bolts next time!).

The cab roof came off with much reluctance, and when lowered on the ground it collapsed in a heap of rust.  As normal the bunker came off with difficulty leaving the bottom of the rear sand boxes still attached by rust, twisted and torn, to the frames.

Boiler work is coming along slowly with half the tubes out, pulled by the digger.  Some of the tubes are nearly new with no scale on, but a thin layer of rust.  The cab roof is to be repaired, whilst drawings are being prepared for the new side tanks.  The bunker will be remade on site by us in the near future.  The boiler has been de-lagged at a cost of £800 and should be lifted to enable the wheels to be removed and a start made on the waggly bits underneath.

Further news gleaned from the pages of Steam Railway (Jan 1987) reveals that restoration will cost in excess of £25,000 and may include a new firebox.

The loco will be finished in Southern Railway black livery as E110 and will be in as near to original condition as is practicable.

The unique Rawnsley chimney and the nameplates, etc. are to be returned to Chasewater in due course.”

Visit of the Railway Inspectorate 3-12-1986

Briefly they require some extra work on the track to that previously expected, but this should not present any problems.  The use of push-pull operations was agreed until such time as the motorway outcome was known.  However, a bell system between loco and coach must be installed and in the near future locos intended for passenger duties must be fitted with vacuum activated steam brake valves.

Apart from this, the major difficulty is the presence of blue asbestos as mentioned elsewhere.

Provided we comply with the Inspectorate’s requirements, a further inspection in the spring should leave us free to recommence regular steam hauled passenger trains.

The Future

The project engineer for the motorway has been to the railway and vaguely indicated as to where the new road may cross the railway.  Detailed plans are to be drawn up by the Departments consultants and will be put on public exhibition during the autumn.  Prior to this there is rumoured to be a public meeting in Burntwood Baths during April (What’s wrong with the lake at Chasewater?!).

Unless the railway can get a firm idea of how and where it can expand then the good work and impetus gained during 1986 will be lost.  To this end, a short list of possible alternative sites has been drawn up to be further investigated if it becomes apparent that we are ‘flogging a dead horse’ by remaining at Chasewater.

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110 Chasewater Railway Bits and Pieces, from ‘Chasewater News’, September 1986

Posted on February 10, 2022 by | Leave a comment

110 – ChasewaterRailwayMuseum Bits & Pieces

 From ‘Chasewater News’ September 1986

 For once it is possible to report good news!  Following the visit of Mr. Abbott of the Railway Inspectorate on 17th August we have been given permission to recommence steam hauled passenger services, subject to certain tasks being carried out, hopefully in time for Gricers Day on 12th October.  A further satisfactory inspection next spring should enable a full season of trains to be operated, the first since 1982.

 News from the line

Loco Dept.

Asbestos – Robin Stewart-Smith

No.4 Asbestos has been steamed half-a-dozen times so far this year and following trouble with a leaky blow-down valve (now successfully cured) the major problem is still the regulator which continues to insist on blowing through when closed!  Further investigations will no doubt reveal the cause of the trouble during the winter months when it is hoped that the outside motion will also receive attention to cure various knocks and bangs.

N0.5 Sentinel No.59632 has also been steamed on several occasions and following each steaming various adjustments, modifications and improvements are made by its owner.

Both Nos. 4 and 5 are now fitted with vacuum brakes, a necessary modification for running passenger trains.

No.7 the Ruston diesel has received a repaint and now sports a green livery which the owner claims is similar to BR Brunswick Green.  It looks very smart anyway.

No.10 S100 – continued progress is being made with getting components ready for re-wheeling the loco and as the “head of steel” gets ever nearer (it has lain isolated from the rest of the railway since 1983) it should take to the rails again before the year is out.

Carriage & Wagon Dept.

The buffet section of the Wickham sees extensive use, providing us with our main source of income.  Various improvements to the plumbing have been made and both coaches have been fitted with new rainwater gutters which will enable the much needed repaint to take place in the not too distant future.

The Maryport & Carlisle Coach has seen ‘Clippie’ steadily working to get this coach into a reasonable state of repair before it gets beyond redemption.  The coach is now in a uniform green undercoat and looks much more presentable.

Civil Engineering

Brownhills West Station June 1978

By the time the Task Force had completed the platform there was little over a month left to get the railway ready for receiving visitors during the Transport Extravaganza.  The platform had to be surfaced with a 6” layer of black ash and coping stones had to be laid alongside the museum coach.  The major work however, was to fashion a new track bed and lay track along the platform and then raise it over 9”.  A vast quantity of black ash was purchased and packed under the track in order to get the track level in the platform.  This work was completed in the nick of time so as to get the Wickham buffet in the platform for the Transport Extravaganza.  After that weekend work concentrated on regarding the line from the platform down towards the point for Elsley’s siding (more black ash!), and No.1 point was rebuilt.  Once this was completed the line was treated with weedkiller and fences were repaired and installed where necessary.  Nigel Canning is in the process of constructing a set of level-crossing gates to be installed at the road access to the loco shed and also at the level-crossing to the north of the loco shed.  Recent weeks have seen work proceeding on relaying No.1 road in order to remove S199 and the GER brake coach so that the Wickham buffet can be moved clear of train movements on operating days.  A fair amount of cosmetic work has been carried out around the platform, most noticeably a large pond known as ‘Lake Clippie’ after its constructor which has played host to several frogs, toads, a solitary newt and a steam powered model boat!

Museum Notes

Little to report other than the acquisition of several official postcards including a particularly rare example of a folded GWR card depicting King George V published in 1928 and valued at recent auctions at up to £60 – yes £60 for one card and one which we obtained as part of a collection costing just £25.

Mike Wood has generously donated various photographs of Cannock Chase Colliery locos which will eventually be displayed, and a friend of the Society, Robert Cadman, has given us a couple of local colliery lamp checks.

Reorganisation News – Adrian Hall

The appeal in the last Newsletter for candidates for management positions in the new company generated a very poor response.  There are still a couple of key positions without any likely contenders and anyone interested should get in touch with me as soon as possible.

Negotiations are still proceeding very slowly with the Charity Commissioners and in view of the need to be on a firm footing for negotiations over the motorway we have decided to incorporate a new Company as quickly as possible.

The necessary documents will probably be with the Registrar of Companies by the time you read this and it is hoped that the Certificate of Incorporation will be issued by mid-October, allowing the inaugural General Meeting to take place in late November/early December, probably concurrent with the Society AGM.

The Future

Negotiations with the Department of Transport have begun with regard to any compensation that we will get when the Northern Relief Road (M6 Toll) is built through Chasewater.  It is clear that the current terminus facilities will have to be moved north to a position at least adjacent to the shed (it is likely that the shed will not have to be demolished).  A planning proposal asking for outline planning permission to construct new terminal facilities is at present being drawn up, but is likely to be rejected as no development will be permitted along the line of a new road until the road is built.  This could well make our position at Chasewater untenable and to this end several alternative sites are being investigated.  It is hoped that the executive committee will have reached a firm preference which can be put forward at the AGM in November, along with the feasible alternatives.

431 Hudswell Group

The fund is ticking over quietly, giving the Society a monthly injection of cash.  By the end of the year the fund should be approaching half-way in raising the purchase price of the locomotive.  A few shares are still available.

Locomotive Stock List

In response to several requests here is a summary of locomotives on the CLR as at 1st September, 1986.  A full guide/stockbook will be produced when sufficient funds are available.  The next issue of Chasewater News will include a list of coaches, wagons and other rolling stock.

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107 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 3

Posted on January 24, 2022 by | Leave a comment

107 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 3

Restoration of the Sentinel – One man’s battle against adversity

The Sentinel at Walsall Gas Works the day it was delivered brand new in 1958 – photo Mike Wood.

In 1981, as part of the exchange deal for the Royal Saloon, the railway acquired ‘in working order’ a 100h.p. Sentinel shunting loco.  This was duly steamed and trundled up and down with three or four wagons whilst waiting for the promised boiler certificates.  These eventually arrived but consisted of a boiler maintenance card, a Hydraulic certificate for somebody’s crane and a steam test certificate for 9632 which was later rejected by our Boiler Inspector as ‘not worth the paper it was written on’ because no hydraulic or visual examination had been carried out.

The only solution to the problem was to drop the firebox and start again from scratch.  It was this action which revealed a long list of both major and minor faults which all required rectification.  Luckily the boiler shell and firebox were in good condition but the superheater had holes in it and the spark arrestor box and chimneys were rotten enough to require replacement.  Eventually, following inspection, the boiler was re-assembled and passed its 413psi hydraulic test. Since then the rest of the loco has been gradually rebuilt, and as during last winter we had serious problems with thefts and vandalism, the opportunity was taken to fit lockable sliding yobo-proof screens to the cab along with wire reinforced glass and bars over the windows.

The Sentinel shuffling past the loco shed at Chasewater during a test steaming shortly after arrival from Butterley, after which it was dismantled for overhaul – photo Sid Mills.

During 1984 the loco was test steamed twice revealing more minor problems.  The steam brake would not release properly because the valve body had been machined badly out of true; the engine blow through drain valve would not work because its pipe was blocked with twelve inches of solidified sludge; even the injector water valve could not be operated properly from the cab.  However, following each steaming of the loco, more faults are corrected or improvements made.

Two faults which need to be checked at the next steaming are the boiler feed pump which so far has refused to work, and the engine oil pump which has to be primed with oil before it will pump pressure.  Hopefully the recently installed stainless steel balls in the non-return valve matrix may have cured the oil pump problem.

At the present time the loco is being re-assembled after its second visual boiler inspection and painted BR black for the Open Day in October.  Hopefully, three years after it arrived it can at last be seen running in public.

The Chasewater Fat Controller – Nigel Canning.At the time of writing – May 2011 the Sentinel is coming to the end of its latest overhaul.

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106 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 2

Posted on January 15, 2022 by | Leave a comment

106 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 2

 News from the line

Mention should be made here that Brian Hames has been forced to resign as General Manager due to McGregor’s decision to redeploy him at Point of Ayr, following the closure of West Cannock No.5.  (Mr. McGregor was the Chairman of the National Coal Board at the time!). Grateful thanks are due to young Brian for services rendered and his successor is Tony Sale (formerly Assistant GM) and the new Assistant GM is Nigel Canning.

Loco News

I’ve tried to remember the numbering system of the locos but failed – miserably.  I have to keep going back through the mags to find them – enough is enough I say!!

The Hibberd diesel is still for sale at a very reasonable price.

Barclay 1223 – all the superstructure of the loco in undercoat, attention has reverted to the boiler and firebox.  The front tube plate is being built up with weld whilst the eighteen stays that were unsuccessfully inserted in the firebox, as mentioned in the last issue, are in the process of being removed in an attempt to straighten the buckled walls of the inner firebox.  The man says ‘this is in fact, proving quite easy’ 

The boiler inspector has been and wants a 9” square piece of the outer firebox to be cut out to investigate the extent of a small crack which has been welded over during a previous overhaul.

Brighter news about Asbestos, rapidly coming to the end of her prolonged overhaul with a return to steam being a matter of weeks rather than months away.

The new GM has been hard at work reassembling the boiler backhead fittings, all attached with new studs, whilst the Fat Controller has been making various bits and pieces which have needed replacement.  The outside motion is being reassembled to find someone a job to keep him off the streets.  During one of the Hairy Youths infrequent visits various pieces of the machine believed to be lost were rediscovered whilst several pieces believed to be ‘in the shed’ were not, so replacements will have to be made.

The Boiler inspector has been and performed an ultra-sonic test to his satisfaction and is returning for a steam test prior to Gricers’ day.

On Sentinel, the Fat Controller has busied himself making good various faults found during the January steam test, and has also painted the beast in an attractive black undercoat after much rust treatment and filling.  A coat of gloss black is to be applied before Gricers’ day.  The Boiler Inspector has been and carried out an ultra-sonic test and having been satisfied he will return for a steam test shortly.  He has also decreed that the boiler needs to be split every five years, not every 14 months as previously feared.

The Controller has carried out his threat of giving the beast a pseudo British Railways identity and has constructed a jolly fine smokebox number plate No.59632.

As yet nobody has had the heart to tell him that vertical boilered Sentinels don’t have smoke boxes!Work on Peckett 917 proceeds as other commitments allow.  The new cabside and the rest of the cab have received several coats of paint whilst the component parts of the new bunker await fitting.  Several men have been seen struggling to excavate layers of fire brick out of the smokebox in order to expose the front tube plate to the eyes of the Boiler Inspector.  Not a wise move as the tube plate appears to be somewhat bulged.  Following further descaling work the Boiler Inspector will return to pass sentence.

The GM has made his first major decision which is that S100 is to be moved into the shed as soon as possible – a sign perhaps of old age creeping up on him?  To speed this process up the loco will be re-wheeled as an 0-4-0 i.e. only two axles will be re-fitted out of doors, the third one will be done under cover.  The owner is at present wrestling with the task of fitting and securing the new main bearings into the axle boxes.

The Other Gentleman made a start on removing the tubes from the Neilson as a mid-summer madness wager that if they were all gone by the end of July then a certain bearded person would purchase a new set!  It is now the end of August and many tubes remain to be removed as those concerned are busy on ‘Asbestos’………Will the offer still hold……. Will the ancient Neilson steam again?  ………………Who knows? …………Watch this space!   Late note; yes the offer does still hold!

Coaching Stock News

In between making cups of tea, Mr. Bull and his crew have been busy repainting and varnishing the interiors of both the Wickham cars in preparation for Gricers’ Day.  As ever, more help is needed as several panes of glass need replacing and seats and tables need to be secured to the floor, however, the work done so far is a definite improvement.

Task Force

Still not happy bunnies!  Nuff said!

Company News

Working on the precept that no news is good news it would seem that the Company is doing just fine.

Well informed sources indicate that the overdraft has virtually disappeared (along with several of the Directors!) but shouldn’t there be an AGM (or three) due?

An unusual piece to end with…

Steam Hauled Sunday Dinner

As an experiment a steam hauled ‘Sunday Dinner’ train will be run on Sunday, 17th November.

In conjunction with the Rob Duffill Catering Corps a steam hauled train will depart from Brownhills West and at the current end of the line a roast chicken dinner will be served in the Wickham Buffet aka ‘The Norton Nasher’.  This is open to members only and is a trial run to see if such a service will be feasible when public services resume.

Would-be guinea pigs should contact Barry Bull as places are strictly limited to twenty.  Remember only working members can travel on CLR trains until the Light Railway Order is granted

N.B. It is expected that all participants will be prepared to spend the rest of the afternoon working so come prepared!

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103 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 2

Posted on January 8, 2022 by | Leave a comment

Three post in one – not a lot about locos but interesting ramblings about the Chasewater Railway at that time.

103 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 2

 Carriage & Wagon Notes

Following the AGM the ex GWR Toad brake van has been sold to Les Emery (owner of Barclay No.3).  As this is GWR 150th year it is perhaps worth pointing out that this vehicle was numbered fourth in the first batch of twelve GWR freight vehicles to be built with iron underframes and is thought to be the oldest surviving GWR vehicle.  Incidentally, its sale realises a 13,000% profit to the Society.

The AGM also agreed to the sale of the ex LNWR brake compartment (non-corridor coach known in the vernacular as ‘the paddy’.  This has been advertised for sale and hopefully a buyer can be found as it is neither use nor ornament in its present condition and funds/manpower are not available to rectify the situation.  The ex BSC hopper wagon is having its body removed and will be fitted with timber decking for use as a flat wagon.  This will enable the worst of the present flat wagons to be scrapped (as it had a smashed headstock amongst other diseases) along with the British Reinforced Concrete Ltd. drop sided wagon, which is beyond all hope of redemption.Great Eastern brake

All other wooden bodied stock is in appalling condition due to the ravages of open storage and vandalism.  One seriously wonders if they will be restorable if and when we have the money and manpower to do so.

The Wickham buffet car is in weekly use providing the Society’s main source of income over the winter months, whilst the Wickham trailer and Gloucester trailer await for signs of resumption of train services at which they will be repainted and brought into a fir state for passenger carrying duties.

Vandalism and Theft

Once again, the railway has fallen prey to the attention of juvenile vandals and scrap metal thieves.  As has already been mentioned, all locos kept outside the shed have had all none ferrous fittings removed after some pipework went missing, and locos to be stored outside after restoration will be fitted with vandal-proof shutters.

The ex MSL coach was removed of all its brass grab handles and door handles by a person or persons unknown, though these were later found in the Task Force workers mess van, from which one can draw one’s own conclusions.  Having suffered the above trouble and that mentioned in Mr. Bull’s ‘comment’, we have been of late suffering from thieves steeling cast iron chairs, track spikes, lengths of rail and even sleepers from the causeway and loop areas of the line.

As a result of vandalism and theft we have sold all surplus rail, wooden sleepers and chairs from the causeway as the majority of it was only fit for scrap whilst any decent materials have been secured in the vicinity of Brownhills West.

The theft of wooden sleepers has been halted following the issue of a circular to houses in Norton Canes asking for information.  No fewer than twelve households reported having bought ‘logs’ from a local resident.  These ‘logs’ were in fact sawn-up sleepers and the man in question was arrested whilst burning the evidence in his back garden, having received one of these circulars himself!

Help

A list has been drawn up of the work needed to be done before trains can run again.

The majority if the work calls for hard work and graft rather than fancy engineering skills.  Why don’t YOU give it a try one Sunday?  We don’t bite (well Ted might if provoked) and tea in the buffet car has improved of late.  Seriously though, the more people that help then the quicker we can re-open and form a sound financial platform from which we can begin to think of extending the line across the causeway and beyond.

Task Force

The last issue mentioned that the Task Force had returned with the intention of finishing all outstanding work by Christmas.  Well Christmas has been and gone and the situation is worse than even the Fat Controller can have imagined.  Following demolition of the platform the Task Force moved onto the causeway and dismantled the track there, and then – nothing!  That’s right, they just dismantled the track in situ rendering its recovery impossible except by Shank’s Pony.  Round the Festive Season word got out that Task Force had withdrawn from Chasewater an d were not coming back, not ever, never!

A variety of reasons were rumoured, the one holding most credence being that the head of the Task Force thought Chasewater was too far away (from his office one supposes).  We were not amused and a deputation of Chairman/Solicitor and General Manager were sent to County Hall to register a complaint in no uncertain terms.

Apart from the obvious air of destruction and the resultant lack of train services it is perhaps pertinent to mention that membership of the CLRS has dropped by 50% since the arrival of Task Force.

Catering

A recent plus in this department is the repair of the Baby Belling cooker thanks to Mick Webb, this will enable a wider range of foods to be made available than previously.

104 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 3

104 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 3

An excerpt from the Chasewater Fat Controller’s Diary – dateline Sunday 10th February, 1985

It must have been the coldest day of the winter when the GM brought his car to a stand behind mine in Pool Road.  Having tried to get through the drifts and failed, I had backed out onto the A5 slip road just as a silly wassock in a Sherpa van who, having watched me back out, took a run at the same drift and got stuck.  He was eventually towed out an hour later by the farmer’s tractor.

Following meaningful discussions in the General Manager’s car including how many tools have gone missing during the Task Force Scheme? And who did we know with a Range Rover? We departed for Lichfield Road.

The bearded one was just about to leave, so with two pairs of socks and a spade each, the three of us returned to Chasewater in his large ‘four-coupled’ vehicle.  This time we tried the dirt track off White Horse Road which turned out to be relatively clear and it wasn’t until we were opposite the main gate that we met a snow drift.

“Come on Les, up onto the grass, round the left of that tree, and we’re in” the driver was advised.  Seconds later we had slid into a deep ditch which had been completely hidden by the snow.  The situation was desperate as with only one wheel of each axle in contact with the ground, the chassis resting on the ground and the diff. lock frozen, escape seemed impossible.

Les was left in charge of the wreckage while Brian and myself set out for the loco shed through driving wind and drifts up to four feet deep.  As luck would have it the compound gate and the shed door were clear so we could get inside and gather the necessary rescue equipment.  One large block and tackle, crow bar, key hammer, peckett cylinder wrapper and rope.  By this time the gorilla had landed his spitfire in Hednesford Road and assisted with pulling the ‘peckett sledge’ back towards the gate.  Upon passing Brownhills West Station we were intercepted by the Bull who, having arrived by cattle wagon saw the effort being expended and concluded we must be up to no good and so joined in.

After much struggling the crow bar was hammered into the ground and the block and tackle run between it and the vehicle’s towing ball.  Finally, with a large crowd of onlookers assisting, the vehicle was half winched, half lifted, onto solid ground.

Needless to say we all left the way we had come to search for Les’s 3½”/5” gauge garden railway and a cup of tea.  But at least we had ‘maintained the presence’ at Chasewater for another Sunday.          Nigel Canning

105 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 1

105 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 1

Chasewater Comment – Ian Patterson (aka the Hairy Youth)

Scanning through the draft for this magazine I came to the conclusion that things must be improving as there seems to be a lot happening and even more to look forward to as indeed there is.  However, this illusion is rapidly shattered by a visit to Chasewater where a visitor asked me “is this railway derelict? – I came here expecting to ride behind a steam engine” a tour of the engine shed and a chat with the Sunday regulars changed this person’s view but there must be many more who don’t enquire and merely see what they see – not a pretty sight.  For all intents and purposes the railway is derelict and a hell of a lot of hard work will be needed to run trains again.  With the present day work force there is two to three years work to be done before a passenger train can run again and apart from this, a large amount of money will be needed to pay the legal fees, etc. necessary to gain the all important Light Railway Order.  This brings me to another point and that is the apparent lack of progress on the administrative side of the re-opening process.  Moves are afoot to get things moving and it is to be hoped that the membership will vote on certain resolutions at the forthcoming AGM with the aim of getting the Railway re-opened as quickly as possible, rather than letting personal prejudices cloud their vision.

Provided that West Midlands County Council do rebuild the platform and provided that Walsall District Council do provide us with the necessary leases and Light Railway Order then perhaps next year we can attract more visitors who will be able to believe that real progress is being made, and help dispel the working members’ fears that trains may never run again.  Whilst this uncertainty hangs over the railway’s head the wooden bodied rolling stock is disintegrating before our eyes, doesn’t anyone care?

I hope members will visit the railway on Gricers’ Day (13th October) and see for themselves what needs to be done – perhaps it will inspire you to come and give a hand or perhaps it will finally convince you that your membership is a waste of time and that the Society will finally collapse after all.  The choice is yours – if thirty working members turned up every weekend from now until next Easter then one could confidently say that services could re-open next May – think about it, your apathy could be the final nail in the Railway’s Coffin.

Now from a rather pessimistic outlook with a touch of optimism towards the end to some really sad news:

Obituary

It is with great regret that we have to report the death of Charles Ives, Society Vice President and former President and benefactor for many years.  Ill-health has for some time forced Charles to take a back seat in Society matters but his influence in the formative years of the Railway Preservation Society (West Midlands District) can never be undervalued.Charles provided the Society with its original home on siding space at his Hednesford engineering establishment.  For ten years the Society had free use of the siding including an overall roof to assist early members in their restoration work.

His presence at Committee Meetings was always welcome with his sense of wit and countless anecdotes and sayings.  In his own way Charles was one of the pioneers of the preservation movement although perhaps a name that might not readily spring to mind.  A true character he will be sadly missed by all who knew him.  Our condolences go to his widow.  B. Bull

Anyone who has followed this blog cannot fail to recognise the contribution of Charles Ives to the RPS West Midlands District and ultimately the Chasewater Light Railway Society. CWS

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102 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 1

Posted on January 1, 2022 by | Leave a comment

102 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 1

After the last post’s slightly more optimistic outlook it seems to have slipped backward – oh dear!

Editor’s Notes – Ian Patterson

Much of what follows is of a depressing nature but there is little point in glossing over the severe handicaps that we face at the current time, and perhaps it will spur one or two to take an active part in what should, when all is said and done, be a pleasurable hobby.

Chasewater Comment

This issue’s writer is Barry Bull, Hon.Sec. of the CLRS and a member for 16 years.

When I was asked by H.Y. the ‘Managing Director’ of ‘Chasewater News’ to write this piece I was hoping to write in a more light-hearted vein than of late.

However, those of us committed to the cause of operating a railway and associated museum seem to have been dealt one body blow after another by a series of events over which we have little or no control.  The worst aspect, since the closing of the railway for passenger services in October, 1982 has been the way we have been left open to the vagaries of West Midlands County Council and their Task Force Programme.  Despite the valiant efforts of John Selway the expected successes of the Task Force Programme have not materialised,

Whatever feelings we may have as regards the work actually completed on site the main problem has been behind the scenes at County Hall.  You will have read in the last issue of Chasewater News of the intention of WMCC to reconstruct the platform drainage at Brownhills West and Stadium Halt (which was a possible halt opposite Willow Vale Nursery), fencing of the line and associated crossing gates – all to be finished by Christmas (we presumed 1984!).  Well, as those of us who attend Chasewater on a regular basis will know, none of this happened.

I’m afraid that this report went on for another three or four paragraphs all very similar, with tales of vandals, metal thieves and arsonists at all the organisations using Chasewater.

Loco News

No.1  Hibberd Diesel  The AGM in October agreed to sell this loco as it is surplus to requirements and it has duly been advertised.  Further developments are awaited.

No.2  Peckett 1351  This engine stands next to the shed door with a hopeful look on its face/smokebox.  Does its owner still realise that he owns it?

No.3  Barclay 1223  The restoration of this loco has suffered a setback as, when the new stays were riveted up, the inner firebox walls buckled around the stayheads.  The Boiler Inspector’s verdict is awaited with trepidation as he is unlikely to pass the repair, insertion of copper patches or even a new inner firebox may be the answer.

Despite this the new cab, bunkers and footplating are being installed, and jolly fine they look too!

No.4  Asbestos  Since the last set of notes great strides have been made with the restoration of ‘Asbestos’.  After much bickering the worst of the cladding sheets were replaced  with new material, generously donated by a member.

Once these had been cut to size they were fitted following lagging of the boiler with new hygienic fibreglass cladding.  The following week the tank was refitted and for the first time in some eight years ‘Asbestos’ looks like a complete steam engine.

Much work remains to be done, however, but refitting of the regulator and cleaning up of backhead fitting faces is underway.

No.5  Sentinel  The Sentinel was first steam tested on November 25th (having had the dubious honour of being the first loco to steam at Chasewater since ‘Invicta’ on 16th October, 1982).  Following this, minor adjustments were made and a second steam test followed on 6th January though a shortage of coal hampered its steaming capabilities on this occasion.  Further minor adjustments are being made whilst a new grate is on its way.  Vandal-proof shutters have been fitted to enable the loco to be left outside without fear of fittings being stolen.

During the spring the Fat Controller (for it is he that owns the beast) plans to repaint the loco in a pseudo BR black livery with large yellow numbers as No.59632 (there’s no accounting for taste, is there?)

It is planned to steam the Sentinel at regular intervals on works train duties to enable much needed maintenance to be done on the Ruston diesel No.7.No.6  Peckett 917  Slow progress is at present being made on this loco with  the installation of a new cab side and front with a new bunker to follow.  However, with the end in sight on ‘Asbestos’ progress should speed up during the year and thoughts are turning towards repairing the water tank rather than a wholesale replacement.

No.7  Ruston diesel DL7  As mentioned above, the big Ruston requires a fair amount of maintenance to make it a more reliable machine.  This will be done as soon as there is space in the shed for it.  Meanwhile, a search is on for equipment to fit the loco with vacuum brakes.

No.8  Invicta  Invicta stands outside the shed minus cab fittings – removed for safety’s sake, and whilst being nominally serviceable it is unlikely to steam this year.S100 Frame & Wheels

No.10  Hudswell Clarke S100  The new main bearing have been machined and the axle box horn faces have been trued.  Re-wheeling will soon become a priority as it needs to be moved to enable track work alterations to be done at Brownhills West.

No.11  Alfred Paget  The ancient Neilson awaits attention – new tubes and water tank repairs, but sadly it is impossible to say when this will begin.No.15  Hudswell Clarke 431  The big news is that the chimney has fallen off.  Thankfully, the AGM refused to give the committee authority to dispose of this fine machine and, hopefully, plans for its restoration can be formulated soon. (nobody has defined ‘soon’!)

It is perhaps relevant to ask what will be the loco department’s next project as within the next 12 – 18 months locos Nos. 3, 4, 5, 6, 7, 8 and possibly 10 are likely to be ready for use.  Are we really going to need 7 locomotives to pull two coaches over a three quarter mile of track?  ( No.3 took about 20 years to steam and Nos. 6 and10 still haven’t!  No.8 ‘Invicta’ left for pastures new in between times).

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101 Chasewater Railway Museum Bits & Pieces – 1984 – 2

Posted on December 30, 2021 by | Leave a comment

101 Chasewater Railway Museum Bits & Pieces – 1984 – 2

Loco News

Now that we have a new numbering system, it goes into operation.  I shall use the numbers but not ask you to refer to the previous post – I’ve got the numbers and locos on the page in front of me – you haven’t!

No. 3  Barclay 1223  Since a change of ownership last October the engine has been completely dismantled above the frames, and the boiler and firebox have been examined by the Boiler Inspector.  Members of long standing may recall that this loco’s boiler was virtually condemned some 15 years ago and has stood idle ever since.  We must now be in a more enlightened age as, apart from replacement of some 18 firebox stays and welding a small patch on the firebox side and renewal of several smokebox tubeplate rivets, the Boiler Inspector is quite happy for the boiler to be returned to steam.  Much of the platework of the loco has been replaced with new – I.E cab, bunkers, footplating and a new smokebox has been fabricated.

A new set of boiler tubes has arrived and those responsible for the loco hope to see it in steam in early 1985 – they must be confident as they’re looking for another loco!

No. 4  Asbestos  Following a successful hydraulic test the boiler has at last been reunited with the frames, for the first time in six years.  Despite the misguided belief that interest (work) would speed up following refitting of the boiler – this has not yet happened, putting a 1984 steaming in considerable doubt at the time of writing (mid-July)

Despite this, slow progress is being made by one man (without dog!) in assembling a useable set of cladding sheets from the mangy set of originals.  Also the cab fittings have been overhauled off-site.

No. 5  Sentinel  Since the last report the boiler has passed its visual test and following reassembly was hydraulically tested.  On testing the superheater several holes were found, the only remedy being replacement.  Without too much difficulty a firm was found who could manufacture a new one and this was duly ordered and delivered – at considerable expense to the owner!

The boiler duly passed its hydraulic test as did the new superheater.  Reassembly is well under way with many components being replaced at the same time.

The owner expects to steam the loco later this year and run trials with it to ascertain its suitability for passenger work before considering fitting vacuum brakes.

No. 6  Peckett 917  Slow progress has been made on this loco, recent work being confined to stripping and painting the cab and removal of fire bricks out of the smokebox to reveal a somewhat wasted tube plate.  Work should speed up when ‘Asbestos’ (wot – no number?!) is finished.

No.10  Hudswell Clarke 1822 (S 100) First the bad news – during the winter we suffered a spate of break-ins which resulted in the loss of the main bearing brasses as well as a complete set of new ones.  Now the good news – the wheelsets have been sent to Bridgnorth for tyre and journal turning and have returned ready for refitting, the axle boxes which will shortly be sporting new main bearings which are being supplied at a good competitive rate.

Whilst this was going on, the owner overhauled the lathe and miller in the loco shed and is now using them to true the horn faces on the axle boxes.

All being well, the frames should be reunited with the wheels before the end of the year, enabling further reassembly to take place under cover.

Following a request from the Honourable Secretary to reintroduce a system of credits for work done, here goes…….

Barclay 1223 – Les, Gorilla and friends.  New cab and bunkers – Comex Workshop, Walsall.  New Smokebox – Angle Ring Co. Ltd.  New boiler tubes – Charlie from Embsay via Newmans Tubes Ltd., Wednesbury.

Asbestos  Boiler – Tony and Brian.  Cladding – HY.  Cab fittings – PCK

Sentinel – Mr. K9

Peckett 917  Les and kids, young Pete and the Wossacks.

Hudswell Clarke S100  Axle brasses – Wednesbury Foundry Training School.  Lathe and Miller – Mr. Sale.  Wheel Turning – Severn Valley Railway.

Loco Numbers  HY.

Black Paint  (Someone has been working on the principle that if it’s stationary and rusty – paint it black!)  Assorted young kids and men with beards!

 Task Force

The new siding mentioned in the last magazine was subsequently found to be unnecessary and consequently was not built.

The Task Force then turned their attention to putting the southern point in for the Brownhills West run round, however, following a survey of the line by West Midlands County Council Surveyor’s Department, further work was suspended until the proposed track plans and gradient profiles were approved by the Railway Inspectorate.  As a result, Brownhills West still looks as though a bomb has hit it, though in recent weeks some Task Force workers have returned and started slowly demolishing what remains of the platform in preparation for its long awaited rebuild.  Despite this apparent lack of progress we have been assured that all the work – reconstruction of platform, drainage of Brownhills West, run round loops at Brownhills West and Stadium Halt (?), fencing of the line and associated crossing gates will be finished by Christmas (one presumes 1984!)

If this is so then services can be resumed following inspection by HM Railway Inspectorate.

 Track Work

During the lull in Task Force activities a hastily formed track gang relaid the point leading to the loco shed some 45 feet nearer to Brownhills West to give a longer siding and also ease the alignment which was somewhat tight.  This was achieved within a matter of two months, much credit going to Mr. K9, a man with a beard and a (semi) tame Gorilla who performed Herculean feats of strength (some may call it stupidity) in moving large pieces of point and many concrete sleepers in preparation for Sunday working parties.

Chasewater Light Railway Company Notes

Since the end of the YOP Scheme the Company has slowly sorted out its finances to such a degree that it knows to whom it owes what amounts of money.  The two creditors are:

1.    The Overdraft Facility taken out at Barclays Bank.

2.    Money overspent on the YPO Scheme and owed to the Manpower Services Commission.

To ease matters the Society took stock of its assets and was able to identify several items which were not imperative to keep the CLR project a viable proposition.  To this end it was agreed in a series of General Meetings to dispose of:

1.    Andrew Barclay Saddle Tank 1223

2.    Sentinel Loco 9632

3.    LNWR TPO coach

4.    LNWR brake coach (Paddy Coach).

Of these items, the first three have been sold with only the TPO going off-site, whilst a deal to sell the ‘Paddy’ has fallen through, though hopefully a new purchaser can be found.  Despite the resulting influx of money, the Company still has a sizeable overdraft to pay off, which will hinder any future plans for expansion until it is eradicated.  At present the Company has only three forms of income:

1.    Donations from the Society

2.    Sale of Shares

3.    Sale of Shares in DL7

Museum Notes

The only notable acquisition of late has been a wooden shield presented by the LMS to Trent Valley Station following three successive victories in the station gardens competition, 1924 – 1926

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