In an edition of ‘Chasewater News’ last year (Bits & Pieces No. 152) I outlined the possible use of derelict land grant (DLG) to enable the railway to achieve one of its most important projects – the restoration of the causeway. The possibility had arisen for a number of reasons, including the fact that the Staffs County Council was preparing a derelict land scheme to reclaim the Norton Bog area of Chasewater, directly adjacent to the causeway.
The Staffs CC scheme was, however, delayed owing to the need to consult British Coal in respect of the coal stocks which might be recovered from Norton Bog. If the Staffs CC scheme were to proceed, it was suggested that the causeway restoration could form a later stage of that scheme. The mechanism to achieve this proposal was itself very complicated, with the causeway mainly falling within Walsall Council’s boundary.
Since the date of my earlier article, many events have taken place, including the decision of the Boundary Commission to transfer much of Chasewater into Lichfield District Council (and thereby under the planning jurisdiction of Staffs CC) from 1st April 1994. This transfer also includes land ownerships, much to the dismay of Walsall Council. The proposed transfer has direct implications for the railway, namely the short-term difficulties of having to take account of an additional local authority and the longer-term benefits of having to deal with fewer local authorities!!
Against this backdrop of DLG and the involvement of the various local authorities, members who visit the railway regularly will have some difficulty in reconciling the information which I have so far provided, with the events ‘on the ground’. Indeed by the time this article appears in print, there is a prospect that most – if natal – of the causeway restoration will have been completed. Not only has a very substantial access roadway been laid from Hednesford Road (rear of the station area ‘top’ compound), but similarly substantial works will have been completed to prepare the causeway to receive substantial inert fill materials.
‘But how is this possible?’ is the question likely to be asked by many members – especially those members who will have appreciated the massive scale of the restoration project. It is a valid question, particularly in light of the knowledge gained by the CLR Board regarding just how much fill material (perhaps 10,000 tons) and manual resources are necessary to undertake the work.
One of the earliest lessons which I learned upon joining my current employers was the value of owning a hole in the ground. As time passes and demands on space increase, coupled with the ever-present vigilance of the environmental lobbyists, local authorities and private organisations are finding it increasingly difficult to dispose of unwanted materials. Although it is of no concern to the railway, everyone must be aware of the problem of dealing with household waste. Exactly the same problem arises in respect of disposing of hard waste which is generated through the day-to-day operations of a large local authority. Most of this material has to be sent to licensed tips – sometimes a great distance away – at a significant cost both in terms of transport and tipping fees. If you own a hole in the ground, and you can secure the necessary planning and/or other permissions to fill it, then you have a most valuable asset.
I think that few of us involved with the railway fully appreciated that the causeway might be regarded as a ‘hole in the ground; in reverse! But that is precisely what it is.Causeway December 1992
Even before the previous article appeared in print, representations were being made to the railway to the effect that Walsall Council’s Highways Direct Labour Organisation (DLO) would be prepared to undertake a restoration project, using the causeway as a suitable location for filling with appropriate inert (and environmentally acceptable) materials. It would be, and continues to be, a finely balanced financial equation. It was to be based entirely on commercial considerations. It was not to be regarded as a favour to the railway. It was to be based on the financial benefit to be obtained by the DLO, but with the railway enjoying a similar benefit, albeit not in directly financial terms.
The proposal can be summarised thus: a proportion of the savings made by the DLO by not incurring tipping charges in the private sector could be allocated to the works necessary to transport materials and employ heavy plant to spread, profile and consolidate the causeway to specifications laid down by the railway. In addition to its routine programme of road maintenance, the DLO is for ever tendering for major highway projects, including bridge and similar schemes, all of which result in materials having to be disposed of.
I have no wish to expend too much time and space in describing all of the individual aspects of the project which have had to be addressed before work could start. I can say, however, that many hours of discussions and consultations have been necessary, and dozens of phone calls made, to ensure (so far as is possible) the support and co-operation of the various agencies involved. The detailed discussions have necessarily been limited to a mere handful of railway personnel, so as to concentrate lines of communication.
These discussions have included such details as how to deal with the rare (or rarish) plant life growing on the causeway. It has been necessary to remember that the railway’s activities include certain designated areas, including a SSSI and a SINC (abbreviations well known to those of you with wild life interests), which have required close liaison with Walsall Council’s Planning and Leisure Services Departments. I must place on record the tremendous help, support and co-operation of the Officers who have been involved in this particular aspect, including the Countryside Officer who gave the CLR Chairman (the author of this article at the time) a crash course in rare plant recognition!!Causeway South 1992
There have been a number of false starts to the project. Initially, it was intended to import the materials from the bridge reconstruction scheme at the High Bridges on the Pelsall to Brownhills road. I suppose that it was inevitable that something would go wrong, and so it did. The weather immediately after Christmas reduced Chasewater Park to a bog, making it completely impossible to even consider moving any form of heavy vehicle into or through the park. Each time the weather seemed to improve, it immediately deteriorated again, resulting in a further deferral of the start date. I hardly need to remind certain members of the dangers associated with driving vehicles in close proximity of the Chasewater reservoir without taking the precaution of wearing a life-jacket and having flares (as opposed to railway detonators) immediately to hand. (While working with the dumper truck it got a bit too close and slipped into the water!! Bits & Pieces No. 151)Causeway December 1992
However, an upturn in the weather enabled everyone concerned to agree to an early May start date, and work on laying the access road commenced in earnest on the first Tuesday in May. Regrettably, the attentions of the local riff-raff were directed to the contractor’s JCB, which attempted to emulate the dumper truck in trying to carry out work within the Chasewater Reservoir itself. Despite this set-back, the work has continued according to plan.
In terms of a time scale, the DLO have not sought to offer (and nor has the railway demanded) a precise indication of a completion date for the restoration project. This reflects the fluctuating availability of suitable fill material – which has had to meet exacting criteria laid down by both the railway and the local authority. Nevertheless, it is in the financial interests of the DLO to undertake the work speedily and effectively, so as to avoid the costs of employing contractors’ plant and equipment, whilst at the same time maximising the capacity possibilities provided by the scheme.
The end product will be a causeway capable of accommodating a railway line; but it will not necessarily be a finished product. It will still be necessary for the railway to provide for the small bridge at the eastern end of the causeway to be widened to facilitate the provision of a trackside footpath. Indeed, although there is no formal right of access across the causeway, the railway cannot ignore the real world situation in which the causeway is seen by the public as a convenient route between the two sides of Chasewater Park. The restoration scheme includes a private footpath alongside the running line, but at a slightly lower level.
In addition, discussions are taking place with the group responsible for the Forest of Mercia, in relation to a scheme of planting suitable species along the causeway, so as to enhance the environmental attractiveness of what might otherwise be a somewhat stark construction.
I apologise for the length of this article, but only in one sense. The causeway restoration project is of momentous significance to the future of the railway. It is a focal point in the minds of many of the railway’s working members. Not only is it important in itself, but it also opens up the real prospect of further expansion into Chasetown. Already, preliminary discussions have taken place with Staffs CC – who are currently designing their Norton Bog Reclamation Scheme now that British Coal have withdrawn their coal recovery proposals – regarding the clearance of the track-bed adjacent to the Norton Bog site. Further, Staffs CC Highways Department have been asked to provide details of their design work on the Burntwood by-pass, to enable the railway to assess the implications on the railway’s long-term expansion proposals.
This is a very exciting time for the railway, with so many different projects taking place or being prepared. The causeway restoration will make it necessary to bring forward thought (and expenditure) on the procurement of sleepers and rail. It will give an added impetus and an exciting incentive to the working members and the railway’s many supporters.
And it is a fact that the scheme has come about because of the one thing that most of us had not contemplated – our own special version of a “hole in the ground”.
Causeway South January 2005
Posted onNovember 9, 2015by John D | Leave a comment
Worthington locos Nos.20 & 21 on the causeway with the Maryport & Carlisle coach in April, 1971
Taken in 1992
Taken in 2005
2011 – A hole in the Causeway!
Later in 2011
May 2011 – First train over re-opened causeway.
Just to show steam locos use it too !!
Visiting loco ‘Wimblebury’ over the causeway.
Posted in Uncategorized
Tagged Aldridge, Bloxwich, Brownhills, Burntwood, Cannock, Cannock Wood, Chasewater Causeway, Chasewater Railway, Chasewater Railway Causeway, Chasewater Railway Museum, Cheslyn Hay, Great Wyrley, Hazel Slade, Heath Hayes, Hednesford, Hunslet Wimblebury, Lichfield, Norton Canes, Peckett 2000, Pelsall, Staffordshire, Walsall, Walsall Wood, Wolverhampton.
I am sitting in a Midland Railway chair, aptly for the article, in the museum which is housed in our LNWR full brake. The rain is tipping it down and Easter Sunday has Chris’s pipe in danger of being flooded! As it is not very busy I’m writing this article as for some time we’ve called ourselves the Chasewater Railway and Museum Co. but have not had a museum for the last few years.
Firstly, I would freely acknowledge past members who have gathered together a very good collection of railway relics and artefacts. The last curator being Barry Bull, who put in many hours over the years. (This was first published in 1993, now, in 2023, 30 years later, Barry Bull is still Curator, still putting in many hours. See below).
My involvement began when, a couple of years ago, I went into the museum to tidy up and dust and polish the display cabinet. It was soon obvious, however, that all was not well. The roof leaked badly, the exhibits had become dirty and run down, and many items were being ruined due to lack of care and attention.
The next few weeks were spent in desperation salvaging items that had become wet and taking them home to dry out as best I could. The house began to look like a waste paper collection point as rare items were carefully dried out. The smaller exhibits were also taken away for safe keeping, and the larger ones moved to drier spots in the brake.
Eventually the L&NW Society found that it had enough money to re-roof the vehicle, and after much reminding and being a nuisance, Steve Organ and his helpers re-roofed the vehicle, and the top-lights were rebuilt. Adrian Hall re-wired the vehicle and installed new light fittings. All of the remaining exhibits were taken down and moved to one end to enable a start to be made on painting the interior. It was decided to use the coach for Santa’s Grotto, and John Duffill did most of the scraping down and painting. Once Christmas was over and Santa’s Grotto was taken away, I re-arranged the interior to look a bit like an office and rebuilt and varnished the display case.
Keith Poynter has made a start on painting our metal signs. He is making an excellent job of it but it is a bit like painting the Forth Bridge, there’s a lot more to do yet!
A view of one end of the museum which has been re-roofed and re-decorated and is now open to the public once more. Pic – Nigel Canning
Anyway, the museum re-opened on our first steaming of 1993, March 21st, it still needs work but at least we’ve made a reasonable start, and hopefully it will be an added attraction for the public, and reveal our collection to members who just did not know what we had in store.
The latest news is an attempted break-in during the week before Easter when two local youths broke open a door. Fortunately they were heard by Chris Hatton, and he and Steve Organ apprehended one of them who will shortly be appearing in court. The burglar alarm fitted to this vehicle is in perfect working order, so hopefully this will be our last break-in and I look forward to the museum being further re-opened in stages.
Part of the 2012 museum
Finally, if anyone has photos of the local engines or collieries we are always willing to copy them for the collection in order that we get a comprehensive display.
This final sentence still holds good in 2012.(And 2023!)
As Tony Wheeler has been busy working on the L&Y (ex Cadbury) van recently, I have found some information on this unusual vehicle. The original design goes back to the 1860s when an 8 ton version was introduced with a single roof door. With the improvement in springs and wheels, this was later uprated to 10 ton in the mid 1870s. The vans continued in production until 1916 when the last few were made, these having double roof doors.
I am unable to date ours yet, but it is between 1875-1913. The LMS started scrapping them in earnest from the mid-1930s and ours was probably acquired by private industry shortly after.
The van should be painted in grey (Tony’s favourite colour) with white lettering, but as a change there was a variation which I feel we should adopt. If they were shopped in Lancashire they had white roofs, but if they were shopped in Yorkshire they were painted red oxide, carrying old favours into newer times.
Some of our wooden-bodied vehicles are in fact quite interesting and well worth having restoration work carried out. More paint to the C&W dept’s elbow! It won’t be long before we can have a decent goods train.
Barry Bull – Curator extraordinaire
Volunteer of the Year awarded to
Barry Bull, Curator, Chasewater
Railway Museum in individual
category, West Midlands Museum
Development Awards 2019
Museum Curator Barry Bull (centre)
holds his Volunteer of the Year Award,
with Chris Copp, Staffordshire
Museums Service (left) and David
Bathurst, Chair Chasewater Railway
Museum Committee (right).
If only he hadn’t dropped it!!
Posted in Bits and Pieces
Tagged Brownhills, Burntwood, Cadbury Van, Cannock, Chasetown, Chasewater Railway Museum, Chasewater Steam Railway, Heath Hayes, Hednesford, Holly Bank No.3, L&Y Box Van, Lichfield, LNWR Brake, museum, Norton Canes, Peckett 2000, Railway Relics, Staffordshire, Teddy, Walsall, Wolverhampton.
An apology – I’ve only just (2023) realised that I repeated a couple of clips twice in the following video.
158 – Chasewater Railway Museum Bits & Pieces
The locals were out:
From the Editorial
The Editor observed that there was a lot of news to report about Chasewater Railway making it difficult to find space for non-news items. This must be a good sign as it means a lot more progress is being made on our railway.
Locomotive News
No.4 Asbestos – This loco has remained in service and operated all of our passenger trains so far this season and even passed an intermediate boiler examination in May. Efforts are still being made to cure a number of minor faults, the worst of which is a badly leaking left-hand boiler clack. Various attempts at reseating it have failed so a replacement component is now being machined.
No.5 Sentinel – This loco passed its major five-yearly boiler examination in May with no serious repair work being necessary. The boiler water spaces will now be shot-blasted and painted and some ninety odd ¼” whitworth studs and nuts renewed before the two halves can be re-assembled. There is a lot of work to be done, but hopefully the loco should be completed in late autumn.
No.2 Lion – This loco also had a visit from the Boiler Inspector in May when it passed its steam test. The only serious problem is a persistently leaking mud door on the right hand side of the firebox which will require rectification. Completion of the vacuum brake system and a repaint is now all that is required for the loco to be ready to enter service.
S100 – Still plodding along!
Fowler diesel – This loco has remained in service, being used on works trains and for shunting. A problem has arisen recently in that it will not start unless the batteries are re-charged immediately beforehand. Visually it is improving week by week as it is gradually being repainted in black with red buffer beams. Hopefully once the repaint is complete it will remain in that livery.
DL7 – Following recent work on the main engine and traction electrical system the loco is runable again. It was used for the evening shunting on June 6th and performed well with the exception of the brake which requires adjustment. Only minor superficial repairs and a repaint are now required to complete the job. It is likely that we will soon have a genuine need for two diesels, as with the track being extended all the time, one will be required for the works train and the other for shunting the passenger stock. This will be of benefit as it will ensure both locos are started and used regularly.
No.21 diesel – Work on this loco has continued with the filling, sanding and undercoating of its cast iron body members. When painting is complete the recently repaired engine will be refitted.
Smith Rodley crane – untouched.
Carriage & Wagon News
Great Eastern six-wheel passenger brake – This coach has now, but for a few small areas of panelling and trim, been completed on the wooden superstructure. The multi-coloured first coat of gloss has been repainted in BR blue to seal it, but unfortunately one or two of the original wooden panels have dried out and now have ¼” cracks appearing. These will be filled again, and like the rest of the body will be monitored until stable when the top coat will be applied. The interior of the coach remained warm and dry throughout the winter months to my disadvantage for now we have an unpaid member living-in – a mouse! Work will soon begin on the frames so as to be ready for the coach’s 100th birthday celebration in June 1994.
CRC 4-plank coal wagon – Keith has progressed well with the re-planking of this vehicle, and during the best thunderstorm so far this year Tony Wheeler successfully freed off the seized brake rods using Calor gas heat.
Keith Poynter poses next to the CRC 4-plank wagon during a pause in restoration work.
Southern brake van – This van has become our colliery information centre, and judging by the comments overheard from visitors the prospect of brake van rides down the line would certainly be another interest which we could offer to the public.
16 ton Great Western Toad – This van has remained out of service but has now been moved to the C&W yard where restoration can begin.
Dave Borthwick
The Maryport & Carlisle coach, the Midland 4-wheel coach and the Manchester Sheffield & Lincoln coach have remained sheeted up to protect them from the weather.
Wickham DMU E56171&E50416 – a firm offer has now been received from a preservation group based at Llangollen who wish to purchase a two-car set for restoration as a working DMU. In view of the fact that it would cost the CLR a great deal of money to strip the vehicles of their asbestos insulation, the offer has been accepted. Exact details of the deal are yet to be finalised but the vehicles are likely to leave Chasewater later this year in return for cash or a replacement coach direct from BR.
44806 waits by Goods Junction signal box whilst the Wickham DMU set passes ...llangollen-railway.org.uk
Gloucester trailer E56301 – This vehicle has also remained out of use, and is also the subject of a purchase offer from another preservation society. The group interested in this vehicle are based at British Nuclear Fuels in Preston and need a coach to get them started in the passenger carrying business. This coach also poses the problem of asbestos insulation. Again, details are yet to be finalised but the coach is likely to leave Chasewater this year.
56301 at County School Station on the Mid-Norfolk Railway on 17th December … en.wikipedia.org
Derby centre car W59444 – This coach has remained in service and is quite popular with the public. It does, however, cause the occasional headache for the station staff as with so many doors (10) the passengers sometimes manage to open them faster than the staff can shut them! With three out of four of our revenue earning passenger vehicles set to leave Chasewater, members may be wondering how we intend to continue running a train service. In fact replacement (asbestos-free) DMUs are being sought, and staff at Tyseley Depot have been very helpful in this. What will arrive and when? Watch this space!!
We are sorry to report that another of our old friends has passed away.
Alan Bacon, also known in the Museum as ‘Meccano Joe’ was a good friend to the Museum and the Railway over a number of years.
He put on a marvellous display of models in the Heritage Centre to keep the children entertained while waiting to see Santa.
He Kindly donated the models you can see on the display cases to the Museum some years ago.
Also known as Eugene Damon.
This part of the post is written in 2023, Chasewater Railway has a regular group working on the P Way, but they could always do with more! This post, as the introduction says, is a solute to the P Way gang back in 1993, including, in the bottom picture, a photo of Tony Wheeler, who recently passed away. Tony is on the extreme right of the pic.
It began with Keith Day phoning round mid-week to prepare everyone for the last track bash of phase 1, planned for Sunday.It was good to see all the regulars arrive, those same members who put themselves out most weekends to carry out hard, heavy work in both scorching sun and freezing drizzle. The train left for the railhead leaving behind me – Dave Borthwick (part-timer), Keith Day and Arthur Edwards to select a pair of 30 foot match conditioned bull-head rails from the shed area. Ian Buswell, JCB driver, with the help of Arthur slung the rail and transported it the long distance to the railhead. Part time PW dept members like myself have constantly moaned when arriving at the railhead what a bloody long walk it has become following the recent track relaying. Car transport is a must these days!
The JCB dropped the rail in the position it was needed and work continued as normal, selecting sleepers, chairs and keys. At around dinner time Ian suggested hunting, catching and roasting a wild boar (because the line is really at the northernmost part of our railway world, in the wilderness), but his net had a hole in it and his mo-ped wouldn’t start, so Jonathan Clegg popped down to Tescos for 2 lb. of middle-cut bacon. As we were unable to get enough heat from the mess van’s pot-bellied stove, a small fire was made from old sleepers and sacrificial bacon sandwiches were produced and consumed.Towards mid-afternoon our goal was reached, with sleepers laid, chairs secured, rails in keys in, jacked and packed. The final moment had come. Some 18 months ago, Little Tony, as we called him then, had scrubbed up and painted gold a rail key. This was to be the ceremony, the fitting of the golden last key of the PW gang, track extension, phase 1.Amongst those present at this ceremony were Elizabeth, or Beth as she is called, surrounded by – Arthur Edwards, the oldest member of the PW gang, Tony Wheeler, who came to us three years ago and began watching from the other side of the fence and now is the hardest working member on the railway, strimming, weeding and hedging most days mid-week, especially Wednesday and Friday nights with Arthur. Next, Keith Day who, despite family commitments and a rigorous working shift system at Bass Brewery, comes down and works on the railway’s greatest asset – the track. Tom Mitchell, who, like Keith, comes down to the CLR to simply use the Sunday working hours from 9.00am to 5.00pm to the full on track laying and repair. Ian Buswell, whose work with the JCB has put the PW dept schedule months ahead. Junior members Dave Gardener, Jonathan Clegg and Paul. Chris Chivers, whose help has been great, but recently limited due to other commitments. Left until last purposely, is Les Emery, a man who is obviously successful in every way, chooses to come down to work in an open field and spend his day weeding, shovelling, lifting sleepers and poking life into a group of lazy ignorant peasants – author included! Because of Les’s dogged determination he has forged a PW department which began with a trolley loaded with shovels and tools which had to be pushed manually, making frequent trips loaded with ash ballast. Nowadays a works train leaves Brownhills West at 9.00am consisting of a heated mess van, tool van and flat wagon, with JCB and dumper truck assistance following behind to work a full day, returning at 5.00pm.The thing that has come across from this exercise is that if you can form a group to carry out a task, results can be achieved more quickly than by individuals mooching around the railway doing odd jobs. No-one other than Les and his lads organise their work schedules that is why work on projects take so long. No-one envies these lads ’down the line’ because of the sheer hard, heavy, dirty work, but it is my belief that track across the lake supporting a variety of locomotives pulling coaches full of tourists is the answer to our future. Please support our PW lads!So we salute Les, Arthur, Chris, Tony, Keith, Tom and many more. Phase 2 is just around the
cornercorner!
Posted in Bits and Pieces
Tagged Brownhills, Burntwood, Cannock, Chasetown, Chasewater Steam Railway, England, Hednesford, Lichfield, Norton Canes, PW Gang, Staffordshire.
I’m guessing that the Editor was still Nigel Canning, with contributions from Dave Borthwick and Steve Organ.
Editorial
On the back cover of this magazine (reproduced below) is a copy of the 1993 timetable, and for the first time in the history of the CLR it is actually a timetable rather than just a calendar. It remains to be seen whether the trains will actually run on time, or whether we can stretch the journey time to suit, but at least it will give the operating staff something definite to work to, and hopefully create a more business-like impression for potential passengers. In addition, all the usual special events are planned for this season and will keep us all stretched to the limit. If anyone would like to help out at any of these events they would be most welcome.
Locomotive News
No.4 Asbestos – This loco ran successfully at Christmas on the Santa Specials, and will continue in use this year. In order to guarantee a water supply for the loco in the event of frost, the water tower had to be put back into use, a job which required the removal of a large amount of green slimy pond weed and the fitting of two new plastic floats to the supply valves, hopefully early this year the long-missing balance pipe will be fitted to Asbestos’ saddle tank thus helping to prolong the interval between top-ups.
No.5 Sentinel – The two halves of the boiler have now been cleaned and await a visit from the Boiler Inspector when a decision will be made as to whether a new set of tubes will be required. Work has progressed with the moving of the injector to the fireman’s side of the cab and re-routing of all the water and steam pipes to make them more easily drainable in frosty weather. Work is also being carried out to refurbish various steam fittings which had been leaking towards the end of last year.
Sentinel – Jan 2012 – Now heading for completion of the major inspection following the one written about. It had a good ten years running in between.
No.2 Lion – This loco is still progressing towards its first steam test with the continued manufacture of replacement pipework. Work has also been carried out to repair a turbo generator which is to be fitted to the loco to provide cab lighting and battery charging for the coaching stock.
Work is still progressing, albeit slowly, on S100.
S100 – 2011 A lot of work has gone into this loco over the last few years but there is still a lot of boiler work to be done.
The Fowler diesel has again remained in use on works trains throughout the winter.
Contrary to the report in the last magazine, DL7’s engine has been re-assembled and the loco run on test. Once one or two minor faults have been corrected the loco should be able to re-enter service.
No.21 diesel and the Smith Rodley crane have remained out of use.
Carriage & Wagon News
The good news to begin with is that Ken Dyde has agreed to fill the void and represent the C&W dept until the next board meeting. Ken has past experience working in the C&W dept on the SVR, and one of his valuable talents is that he can organise a team to tackle most jobs. Ken lives locally and spends most weekends at Chasewater.
Great Eastern 6-wheel passenger brake – All of the doors have now been fitted, although the missing door from the end compartment has been found, 75% destroyed, which highlights the problems of past abandoned projects. A dummy door has been modified from one, which according to Chris Hatton, came off a DMU.
Midland Box Van – Tony has continued scraping and painting. On one side he has exposed from beneath layers of paint a red triangle not too dissimilar to the Bass Charrington sign. Black letters are also distinguishable which could read ‘Bass Railway’.
North Eastern box van – During his winter Saturdays when not carrying out his PW duties, Arthur Edwards has started replacing some of the rotten side planking prior to repainting.
CRC (CCCC) brake van An inspection has been carried out on the rotting timbers around the spring hangers. Use of temporary steel plate cladding will strengthen the solebars enough for the vehicle to be shunted to where more substantial work can be carried out on the 6” x 12” timbers after jacking.
In the past a number of projects on wooden-bodied stock have been started with no plan of attack or materials in stock. Consequently, main frame timbers, vital metal items and wagon parts left scattered around the yard have all been left to rot in the open with no work being carried out for months on end. I think all members must agree that a restoration project started on a whim should not be accommodated by the C&W dept. In the future, any members who would like to start restoration projects on wooden-bodied stock should please request permission in writing from the Carriage & Wagon Director, who will offer all possible assistance.
Dave Borthwick
Maryport & Carlisle 5 compartment all 3rd coach – Thorough examination has revealed a need for urgent attention to panelling. A survey was carried out on the vehicle in January revealing almost all waist and lower panelling rotten and with very active wet rot fungus, roof galvanising starting to fail, and several doors in need of removal, de-rotting and repair. There was only minor rot to the main frame, but soft wood noggins are in need of replacement. Many windows and droplights are also in need of replacement or repair. All springs need to be replaced, all running boards need to be repaired and replaced and the complete vehicle needs to be treated against rot.
The first job was to erect a tent, then a platform alongside to work from. These were in place in late January and restoration is now proceeding.
New panels of beech marine ply have been cut and fitted for most of the lower and waist panelling following removal of most of the old panelling. The new panelling is being treated and painted at a member’s home workshop, to be fitted to the coach after the body frame has dried out and been rot treated. Doors will be repaired off-site to enable a rapid restoration to take place.
Manchester Sheffield & Lincoln composite brake – This lovely vehicle has had a little luck lately. During conversation with the Butterley C&W team, it was revealed that they had recently stripped a derelict MS&L coach body and had some doors from it. Hasty retreat to the stores and hey presto! Four doors of exactly the right profile, window pattern and size to fit the opening left in the doorway of the guard’s compartment of our own fire-damaged vehicle! Enthusiastic fitter now required!
CRC 4 plank coal wagon – Examination of this vehicle in January revealed a completely rotten floor, some completely rotten side planks and very corroded springs. Other than that, the frame and most of the ironwork, apart from some straps, appear to be very good. An immediate start was made on removing rotten timbers to reveal the frame properly so that it could be dried out and rot-treated. New side and floor planking has been acquired, and this vehicle should be coupled to the Midland box van in a resurrected state by Easter.
LNWR West Coast Joint Stock 50’ Brake – The new roof has been fitted and ventilators replaced. New toplights have been fitted to completely seal the roof. Much attention has been given to interior panelling, and three-quarters of the interior repainted. Following use of the vehicle as Santa’s Grotto at Christmas, the historic displays are now being mounted, and re-opening as a museum is on line for Easter! Repairs to upright framing and solebars will commence after the Maryport repairs are complete, and will be followed by re-panelling, subject to raising a further £500.
Wickham DMU E56171 & E50416 – These vehicles are the subject of much discussion. At present they have a liability value in that £14,000 is needed to strip them of asbestos. On the other hand, as a unique, working DMU they could be very useful. Ken Dyde and his gang (The Battery Boys!) continue to work on the mechanics and body of the power car, and replacements for the missing windows are now on site, thanks to a very generous price from Brownhills Glass.
Gloucester trailer E56301 – This coach has remained out of use and would require repairs to the bodywork to be carried out before it could be used in service again. There have been rumours that an outside party is interested in purchasing the vehicle for preservation elsewhere, but so far nothing definite has been agreed and it remains stored on No.2 road
Derby Centre Car W59444 – This coach ran in service at Chasewater for the first time at Christmas on the Santa Specials coupled to the Wickham trailer. This looks likely to be the train formation used for the foreseeable future, meaning that the loco will remain on the ‘north’ end of the train. The ‘blood & custard’ livery still requires top coating but hopefully this will be finished by Easter.
Steve Organ
Posted in Bits and Pieces
Tagged Bloxwich, Brownhills, Burntwood, Chasetown, Chasewater Steam Railway, Heath Hayes, Lichfield, Neilson, Norton Canes, S100, Sentinel, Staffordshire, Walsall.
This small gauge loco, with Isle of Man connections, used to make fairly regular visits to Chasewater , this picture and the one at the end of this post have absolutely nothing to do with ‘Carriage & Wagon News’, but they were in the magazine and I just wanted to use them!
Carriage & Wagon News
A sad note to start with is that at the last Board meeting, Dave Whittle stood down as C & W director. There are many problems concerning the stock, and with Dave’s other duties including our very successful rallies which Dave helped to arange, the work load was too much.
Maryport & Carlisle six-wheel coach – Work has begun on the far side of the coach where a canopy has kept dry the rotting window frames and doors. These will be treated and painted, but the stock of plywood has completely dried up with no funds for further supplies.
Midland four-wheel passenger brake – Tony Wheeler has undercoated the exposed main end timbers to protect against the weather until plywood sheeting becomes available.
Manchester, Sheffield & Lincoln six-wheel coach – This vehicle has remained sheeted up but will shortly be needed for the local colliery railway history information centre when the Southern brake van goes to Chatham in 18 months time.
16 ton Great Western Toad – Tony Wheeler has re-painted the superstructure of this vehicle which looks good on our permanent way train. Unfortunately Tony could not gain permission to paint the mess van.
CCCC brake van – Unfortunately due to other projects, Keith Poynter has not had much time to work on his pride and joy. Photographs from our museum showing this vehicle in service on local lines will soon prove their value during the restoration.
Great Eastern six wheel passenger brake – But for a missing door and one or two small panels, the whole of one side has been completed – albeit in four different colours. The age of this coach has now been established in the preserved carriage handbook as being 1894, and being numbered 44, ties in with other coach dates. So 1994 will be its centenary year.
Midland box van – Tony Wheeler has begun work on the exterior paintwork of this vehicle, scraping and painting.
Southern brake van – Work on re-painting this vehicle has been suspended for the time being at the request of its owner. Tarpaulins have been put over the roof, and a pot-bellied stove fitted inside in an attempt to dry the inside out so that a start can be made on our colliery history information display.
Museum Coach – Although we have just suffered the worst November rain for ten years, Steve and Keith have almost completed the re-roofing (in a new tar-based material) of the LNWR ‘James’ coach. The inside has been scraped and painted, with the help of the Duffs, to house our Santa’s Grotto before the relic collection is moved back in.
Gloucester trailer E56301 – Having remained in use throughout the year, this vehicle has now finally been withdrawn from service and will not run on the Santa Specials.
Wickham trailer E56171 – This coach has also been in use all year, and now that the loco is attached to the northern end of the train, it is the only one with the driving cab at the correct end for the guard. A recent trip by CLR members to Tyseley produced an amazing amount of spare parts for our DMUs, bought at scrap prices. As a result, this vehicle has benefited to the rune of a new set of batteries, a new heater and a new heater control in readiness for the Santa trains.
Derby centre car W59444 – This coach has also received a new set of batteries in the last few weeks and will run in service for the first time on the Santa trains. Although still in undercoat the coach looks very impressive, possibly due to its being around 7½ft longer than our driving trailers and certainly helps fill the platform.
Wickham power car E50416 – Work has continued on the refurbishment of this vehicle which will also be receiving a new set of batteries (four coach sets in all were obtained). A lot remains to be done to the interior and some broken windows renewed before it can enter service.
Dave Borthwick
Beyer Peacock Anglesey inside shed with McClean. Cannock Chase Colliery Company
Cannock Chase Colliery Company
Transport Development – The Formative Years
Mike Wood
Cannock Chase prior to 1840 was an expanse of barren, desolate heathland with no centres of population and without developed rail, road or water networks – on of the last great wildernesses of England. The villages of Chasetown and Chase Terrace did not yet exist and were twenty years into the future. Its few inhabitants made a living from the land selling agricultural produce at market in Cannock or extracting coal from shallow bell pits or drift mines. There was not only coal on the Chase but also ironstone. Local opencasters had been aware of its presence for many years but made no use of it as the smelting of iron required organisation and equipment well beyond their primitive means. For the mineral resources of Cannock Chase to be exploited to the full, big business had to take a hand. In the form of Henry William Paget, landowner and Marquis of Anglesey, and John Robinson McClean, civil engineer, big business was just around the corner.
The Marquis of Anglesey, whose estate encompassed almost entirely what was to become the Cannock Chase Coalfield, did not begin exploitation of the mineral wealth on his lands until the mid 1840s. By this time, coal had superseded water as the new power base of the industrial revolution with the increasing use of steam driven machinery in factories and for producing iron. The success of Stephenson’s ‘Rocket’ at Rainhill in 1829 had also led to the widespread adoption of steam traction on the new fast-growing railway network. The comparative late development of the Chase as a coal producing area is almost certainly attributable to the absence of a satisfactory transportation network of roads, railways or canals.
The first canal to enter the region was not completed until 1797, when the Wyrley & Essington completed its north easterly course from Wolverhampton to Huddlesford Junction near Fradley where it joined the Trent & Mersey Canal. In connection with this W&E scheme, a large feeder reservoir was created in 1798 by damming Crane Brook at a point one mile north of Watling Street between what are now the villages of Brownhills West and Chasetown. Norton Pool, as it became known as, was constructed as a storage facility in connection with maintenance of water levels on the main W&E canal. Access from reservoir to canal was via a narrow drain-off channel of approximately 1¼ miles in length to Ogley along the exact course of what eventually became the Anglesey Branch of the W&E or ‘Curly Wyrley’ as it was known locally.
By 1840 the national canal network comprised over 4,000 miles of navigable waterways providing a means of high capacity, low cost transportation,
It is certain that the presence of a new waterway crossing the southern boundaries of his estate plus imminent construction of the South Staffordshire Railway, due to be opened in 1849, and padding by in the same area as the canal, finally encouraged the Marquis to exploit his underground wealth.
In 1845 the Marquis directed that shafts be sunk at Uxbridge, Hammerwich and Four Mounts on the south eastern shores of Norton Pool, 1½ miles north of the W&E canal and the proposed South Staffs Railway.
This photograph was taken from the same spot as the previous one – but after the M6 Toll road came into being! The old bridge in Wharf Lane can be seen through the newer one.
The canal company built its Anglesey Branch in 1850 by enlarging its drain-off channel from a main line junction at Ogley. This branch terminated at Anglesey Basin, a few yards south of Norton Pool where facilities included stables, offices, coal loading chutes and gantries, plus a railway interchange which opened in 1858. Deep moorings accommodated the endless stream of high capacity canal boats which were to pour their black wealth south down the Birmingham Canal Navigation to fire the industries of Birmingham and the Black Country.
Editorial – Nigel Canning
Many thanks to all the people who have helped with the magazine this year either by providing articles of historical or technical interest, or by helping to create the news on our railway. Both of these forms of contribution make the magazine easier to produce and as a result it has increased in size slightly.
Towards the end of 1991 certain people predicted that we could be running trains to the causeway by the end of 1992. As you will see in this magazine they then proceeded to prove their point by relaying all the necessary track which now awaits a visit by the Railway Inspector. This is a magnificent achievement which shows just what can be done.
Will Santa Specials be running across the causeway to Norton Bog in 1993?? Wait and see, or even better, come and make sure!!
Locomotive News
No.4 Asbestos – Following rectification of a large number of minor faults this loco will now be used on the Santa Specials on December 13th and will hopefully remain in traffic throughout next year.
No.5 Sentinel – Having run all year, this loco has now been taken out of service for its major boiler examination. All steam fittings have been removed and the firebox separated from the boiler shell. Over the winter various outstanding repairs and modifications will be carried out, and the loco repainted before re-entering service early next year.
No.2 Lion – Progress on this loco has continued with the casting of a complete new set of firebars. The saddle tank has been bolted into place, the cast iron chimney cap fitted and new injector steam pipes and fittings made. It is hoped that the loco will be seam tested early next year.
S100 – Work has continued on machining of the hornguides of this loco!!!!!!
Fowler – This loco has recently had a much needed service carried out and has remained in regular use on the Sunday works train to Norton.
DL7 – The cylinder heads for the main engine and for the donkey engine have now been re-worked, but due to a burned out piston revealed during cleaning of the bores, new pistons, rings and cylinder liners may now be required. This means that the loco is unlikely to re-enter service very quickly.
No.21 Diesel
The spare engine has been rebuilt ready for re-fitting into the loco as soon as the crane is available. As the radiator has rotted through beyond repair a complete new core will have to be found and fitted.
Smith Rodley Crane
This vehicle has remained out of use pending its annual inspection by the insurance company.
Permanent Way News – Arthur Edwards
Track laying on the extension has now come to a stop as we have finally got to the top of the causeway bank and are awaiting news of how and when the causeway will be repaired. That doesn’t stop us from jacking and packing all the rail joints and so forth back towards Brownhills West.
The causeway, Dec 1992. Pic – D.M.Bathurst
During the run up to us finishing the track laying you probably heard that I had a slight accident with the dumper truck. Since then it has been re-commissioned as ‘Dunk-an’ or ‘General Belgrano’ equipped with rubber ring and outboard propeller.
Well it happened like this. I had had the bucket filled by the JCB and taken the load to the edge of the causeway for dumping. When I started the hydraulic lifting mechanism, the load transferred from all four wheels to the front two. I heard a crack-k-k and it started to slide down the bank. No way was I going to stop it, the thing had been in neutral but as it went down it went into first gear and the sound was CHUG CHUG CHUG GLUG GLUG. ‘Oh dear’, or words to that effect were said, and there was I, hands over my head trying to keep my ears warm, screaming at Ian for help, but he couldn’t hear me. When he came over he did what everyone else did – laugh! At the time I couldn’t see the funny side of it, but I can now.
There was nothing else for it but to get a hawser to pull it out, and who had to get in the water to attach it? Yes – yours truly! I kept looking round for Jeremy Beadle, and I’m sure that if we had a video of it we’d have got £250 for it being shown.
Full gratitude to Ken Dyde for taking time out from doing other things which were probably more important to strip down the dumper and get rid of the water – cheers Ken!
Restoration of the Causeway and Derelict Land Grant
David BathurstCauseway 1992 DMB
Norton Bog Reclamation 1992 – DMB Norton Lakeside 1992. DMB
Posted in Bits and Pieces
Tagged Brownhills, Burntwood, Cannock, Causeway Restoration, Chasetown, Chasewater Railway Museum, Chasewater Steam Railway, Department of the Environment, Derelict Land Grant, Heath Hayes, Hednesford, No.21 Diesel, Norton Bog, Norton Canes, Norton Lakeside, Smith Rodley Crane, Staffordshire, Staffs CC, The Causeway, Walsall, Walsall MBC, Wolverhampton
Chasewater Railway Museum 