Tag Archives: Cannock Chase

142 – Chasewater Railway Museum Bits and Pieces

Posted on April 12, 2023 by | Leave a comment

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

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

Editorial – Nigel Canning

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

Locomotive News – Including extensive news about Asbestos

Asbestos leaves Brownhills West propelling the Gloucester trailer.

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

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

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

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

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

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

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

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

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

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

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

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

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

 No.21 in the Heritage Centre at Chasewater,  2011

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

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139 – 137 Chasewater Railway Museum Bits and Pieces

Posted on March 29, 2023 by | Leave a comment

139 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Autumn 1991 – Part 2

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

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

How it was.

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

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

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

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

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

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

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

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

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

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

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

Arthur Edwards

The 1st Burntwood Scouts and the May Track Bash

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

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

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

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

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

137 – Chasewater Railway Museum Bits & Pieces

From Chasewater News April 1991 – Part 5

More Sid Browne Memories – Pete Aldridge

Flat Tyres

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

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

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

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

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

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

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

‘So take it off then’ chimed another inspector.

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

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

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

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

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

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

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136 and 138 – Chasewater Railway Museum Bits and Pieces

Posted on March 9, 2023 by | Leave a comment

138 – ChasewaterRailwayMuseum Bits & Pieces

From Chasewater News Autumn 1991 – Part 1

Editorial – Nigel Canning

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

Locomotive News

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

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

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

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

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

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

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

Permanent Way News

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

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

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

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

Carriage & Wagon News

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

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

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

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

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

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

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

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

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

General News From The Line

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

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

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

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

136 Chasewater Railway Museum Bits and Pieces

From Chasewater News April 1991 – Part 4

More Sid Browne Memories – Pete Aldridge

One Upmanship

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

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

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

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

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

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

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

‘Why do you say that?’ said Norman.

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

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

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

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

Just outside Sheffield Sid drove his point home.

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

‘What day is it?’ asked Sid.

‘Err… Thursday’ replied Norman.

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

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

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

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

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

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

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134 and 135 – Chasewater Railway Museum Bits and Pieces

Posted on February 10, 2023 by | Leave a comment

134 – Chasewater Railway Museum Bits & Pieces

From Chasewater News April 1991 Part 2

The “Derby Works” Centre Car

After several months of anticipation, former BR Class 116 DMU centre car No.59444 finally made it to Chasewater on 22nd January 1991.  This coach, purchased by Mr. Les Emery, started its journey on the previous Sunday when it was shunted from the BR maintenance depot to the Birmingham Railway Museum.  On Monday 21st it was loaded on to the low-loader and set out for Brownhills West.  Unfortunately, a mix up with the police escort for this abnormal load led to it being left overnight at the transport café known as the ‘Greasy Spoon’, just off the M6 at Gailey.

The following morning, however, the journey continued and by 11.30 the huge lorry was in position for unloading.  All that we had to do was to propel the flat wagon up to the unloading ramp, couple up, and pull the coach down the ramp.

At this point, the lorry with Mr. Newbold’s new saddle tank arrived causing a few minute’s delay as the tank had to be unloaded onto the flat wagon we were about to use.

After about twenty minutes, the flat wagon, complete with its £6,000 worth of saddle tank was cautiously propelled up to the coach.  Remembering the entertaining few hours we had recently spent unloading the two recently acquired brake vans, all those present were rather anxious, as I am sure readers will understand.  We need not have worried, as the coach came down the ramp and onto our tracks without any problem.  By the time we has shunted the coach into ‘Elseley’s Siding’ and coupled it to a brake van, the haulage company were already off down to London to take a coach from Stuart’s Lane to the steam railway at Swanage.

Once safely coupled to the brake van, (remember that there are no handbrakes on a 116 centre car), we indulged in a brief trip down the line to Willow Vale and took the opportunity to take a few photographs.  With a 20 ton ‘Toad’ one end and the Fowler diesel on the other, the latest CLR acquisition was certainly a heart warming sight.

It is anticipated that this coach, which requires almost no interior work, will enter service early this year, but will be repainted in a suitable colour scheme in the summer.  The coach will carry theCLR number 104, and its old BR number of 59444 to keep the gricing fraternity happy.

Although many steam railways have whole rakes of coaches delivered at a time, we can feel suitably pleased with our coach, the first of its type in preservation.  Many thanks and congratulations are due to its proud owner, Mr. Emery.

135 Chasewater Railway Museum Bits & Pieces From Chasewater News – April 1991 Part 3 A new Tank for Lion – Ian Newbold

135 Chasewater Railway Museum Bits & Pieces

From Chasewater News -April 1991 Part 3

A New Tank for Lion – Ian Newbold

When I bought this loco, I was aware that its saddle tank had seen better days, but I was naively optimistic despite over a decade of playing with other people’s locos. I should have known better! As the loco’s rebuild progressed, in the normal far from smooth manner, I started to investigate the tank more closely. Now some of the older hands at Chasewater were probably having a quiet snigger at this stage, and after a few days of shovelling debris out of the tank and hitting it with a hammer I realised I had quite a problem. This problem is known by a number of names, in Italian it is Fiat, in Japanese it is Datsun, in plain English – rust, and it has an iceberg-like quality – you only initially see the tip of the problem. At this point, I went away and started asking for advice. In reality, patching the tank was unlikely to solve the problem for more than a very short while, also, how do you weld to a lace petticoat-like structure? I think it would be a case of ‘chasing the dragon’. Anyway, I tried to keep all the options open in my mind, including a lorry-load of glass fibre and car body filler. If Flying Scotsman’s second tender could have six tons of concrete in the bottom to stop it leaking, I’m sure I could find a solution to Lion’s tank. Enquiries gave a guide commercial price of around £3,500 to £4,500 for a replacement saddle tank which to be honest was a little outside my price bracket, and as I didn’t want to upset the bank manager, it was find a cheaper option time. A feasibility study into the loading effects of side tanks proved that they were a contender which, while still pricey, were a fair bit cheaper than a saddle. Rubberised and other coatings for the inside of the original tank also came in for investigation. Whilst all this was going on, a chance question from an acquaintance at work started the ball rolling in a different direction. For the benefit of those who are unaware, I have the dubious fortune of working in the newspaper industry – not one of the world’s most stable jobs these days, and noted for its internal politics. Anyway, I was asked how the loco was coming on and I remarked ‘Fairly well except for the tank’. Later the same week a ‘piece’ appeared in the Birmingham Post about a chap who wanted a new saddle tank for his loco. The next day a gentleman named Peter Johnston, Director of the Coventry fabricating and plant installing firm of A.G.Brierly Ltd. contacted me at work, and after a phone chat he asked me if I could send a sketch with dimensions, and if he could handle the size he would do his best to help, provided I could wait until his workload was slack. That sketch was in the post to him later the same day. In the intervening time, I attempted to prise a copy of the loco’s drawings out of the NRM at York, however it seems that if you have a hairbrained scheme such as trying to re-create a mainline loco you can have the drawings, but to repair an existing industrial you have got no chance. Personally I think someone has got their priorities a bit wrong, why bother to keep these drawings if they cannot be used for what they were intended? Why not just have a nice bonfire? Anyway, about eighteen months later, last November, I received a phone call from Peter Johnston asking if the tank was ready to be taken away. It was, and about a week and a half later it was in Coventry. It was a few weeks later that my work roster allowed me to go and have a look at how things were progressing. What I saw came as a surprise, for I had been expecting the rotten section of the old tank to be renewed. What I was witnessing was the creation of a brand new faithful copy of the original made without drawings using modern construction techniques. A.G.Brierly Ltd. even went to the trouble of fitting false rivets to keep the appearance the same. My own feelings at the time were difficult to sum up simply, but elated gives a fair impression of them. Peter Johnston, it transpired, had been a coppersmith at Swindon Works and was undertaking this as a one-off project. Basically it was his donation to railway preservation. Also, having talked to him and to those associated with him, he is a very genuine person, a true gentleman. The new tank made its appearance at Chasewater the same day that the new coach arrived. I had attempted to ensure it arrived the day after, but a foul up over police escorts meant the coach arrived a day late – the best laid plans of mice and men and all that…. Needless to say that it proved to be a fairly exciting sort of day! As a public thank you, I managed to get the ‘Birmingham Post’ to do a follow-up ‘piece’ with a photograph of the new tank being fitted. I will admit to being a little apprehensive as the tank was lowered into position, as the fit between the front of the cab and a lip around the smokebox is rather snug. I needn’t have worried, to quote a friend of mine who watched the proceedings ‘it fitted like a glove’, an example of true craftsmanship. The gift of this new tank has helped ensure a reasonable future for ‘Lion’ as a working loco and I personally will always be indebted to Peter Johnston. I would also like to say thank you to all those at Chasewater who helped – especially Peter Aldridge for painting the inside of the tank – I believe his appearance afterwards was a sight to behold.

The Chasewater News magazine cover on No. 133 shows Lion with the new tank.

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133 – Chasewater Railway Museum Bits & Pieces From Chasewater News April 1991

Posted on January 25, 2023 by | Leave a comment

133 – Chasewater Railway Museum Bits & Pieces

From Chasewater News April 1991

Editorial – Nigel Canning

This looks like being the year that the Railway Inspector finally pays us another visit, as he has written saying he will inspect our railway ‘in the summer’.  If what he sees meets with his approval we may have a longer length of line to run on, if it does not we might not have a line at all.  It is now up to all of us to do our best to ensure that he sees an improvement in the existing railway, and that the extension to Willow Vale and beyond meets his requirements.

Later this year ‘Lion’ should enter service, and hopefully after that, ‘Asbestos’, which means that by Gricers Day we could have three engines in steam together for the first time in nine years, and even the new platform fro them to run trains into.  Let us just hope the Railway Inspector is impressed during his visit!

Locomotive News

No.4 Asbestos – Work on this loco has continued through the winter months and in March it passed its visual/ultrasonic boiler inspection.  Examination, however, has revealed that part of the firebox crown is nearing its limit on plate thickness and it is only a matter of time before serious repairs will be necessary.  The boiler will now be prepared for its hydraulic test.

No.5 Sentinel – This loco also passed its boiler examination in March and again looks like being the only serviceable steam loco for at least the first half of the season.  Repair work over the winter has included re-machining of the steam brake valve, fitting of a new cast fire grate and work on the paintwork in preparation for the ‘gasworks red’ livery to be applied as soon as weather permits.

No.2 Lion – A brand new saddle tank was delivered to Chasewater and temporarily fitted to the loco in January to check its dimensions; it was virtually perfect!  Other work has included the installation of sliding cab shutters and the boiler has been washed out.  The boiler now awaits the fitting of new washout plugs before the hydraulic test can be carried out.

S100 – Work has continued on this loco with the redesign of the hornguide grinding machine.  Another of the four main leaf springs has been stripped, cleaned and re-assembled.

DL7 – This loco was taken out of service for a couple of weeks recently while the injectors were removed, overhauled and refitted.

Fowler – This loco has remained in service without problem over the winter hauling works trains to the extension pastWillow Vale.

Smith Rodley Crane – This vehicle has seen only minimal use lately although work has continued on its repair and restoration.

Permanent Way News

The majority of work carried out by this department recently has been concentrated on the extension of track pastWillowVale.  Whilst the number of volunteers has fallen slightly, those brave enough to carryon through the worst of the winter have at least had a comfortable works train.  The favourite formation for this appears for some reason to be: the Fowler diesel, the DMU centre car and the two GWR brake vans with, of course, the stove kept well stoked.

The concrete platform for Willow Vale Halt has yet to be collected from theSevernvalley Railway as it is planned to carry out this job when the evenings become lighter allowing longer hours to be worked if necessary.

One extra job urgently requiring attention is the repair of the bridge handrails, which having recently been repaired and increased in height, have now been totally destroyed by the local toe rags.

Carriage & Wagon News

Midland four-wheel passenger brake – This vehicle has remained sheeted over during the winter, but work will continue as soon as the weather improves.

Manchester, Sheffield & Lincoln six-wheel coach – Some progress has been made on this vehicle, but again the damp weather has limited the type of work that can be carried out.

Great Eastern six-wheel passenger brake – All of the doors have been removed from this vehicle for repair ‘off-site’, and the bodywork has been prepared and painted in yellow primer.

Wickham 2 car DMU E56171 & E50416 – The trailer car of this set has remained coupled to theGloucesterover the winter, and work has been carried out on refurbishment of the bar.                                                                                               A start has bee made on repairing, rubbing down and priming the bodywork of the power car ready for a repaint.  Work has also been carried out inside, removing seats and tables to make room for re-decoration.                                                                  Since the last issue of Chasewater News a preservation group dedicated to restoring the Wickham as a working DMU has been formed.  This organisation is currently drawing up its proposed constitution which is expected to be similar to that of the Hudswell Group in that the DMU will remain at Chasewater.

Gloucestertrailer E56301 – Little work has been carried out on this vehicle over the winter and there are rumours that another society may be interested in purchasing it for preservation elsewhere.  In the meantime it will be used on trains at Chasewater coupled to either the Wickham trailer or the new centre car.

Derby centre car W59444 – This coach arrived at Chasewater in January, having travelled from Tyseley diesel depot by low loader.  Before it enters passenger service, it is planned to fit a bar as a replacement for the one in the Wickham trailer.  Livery will probably remain BR blue and grey for the time being, although early BR carmine and cream has been rumoured as the intended replacement.  One problem has become apparent in that being a centre car, it has no handbrake so it has to be marshalled between another braked vehicle and the loco or the buffer stops.

General News From The Line

It now seems that the large portacabin which had been intended for use as a station buffet will not now be coming to Chasewater.  In view of this, work has started on renovating and converting the two smaller units which arrived in December to form a smaller buffet and separate kitchen.  As this work is likely to take quite a while, catering on a limited scale will take place on the train and possibly in the Wickham power car once more.                                                                                                                                           The portaloo is now in its final position next to the south end of the platform where it will be much appreciated by the loco dept.  Work on its refurbishment is progressing well and a race is now on to see whether the buffet or portaloo opens for business first.

Human Resources

An interesting meeting of working members was held in March to discuss ideas to improve work output on the railway by providing more organisation and planning so that priorities can be agreed in advance and last minute panics avoided.                 To achieve this, four departmental ‘foremen’, listed below, were appointed, whose job it is to liaise with each other to agree priorities and to suggest suitable jobs for anyone arriving at the railway and wishing to help out.

Permanent Way         Les Emery

Carriage & Wagon     Dave Whittle

Loco Dept                  Tony Sale

Station & Site             Steve Organ

If you don’t already have a project of your own and wish to help out, please contact any of the above people, or ask at the booking office where to find them.

 All photos – Nigel Canning

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126 – Chasewater Railway Museum Bits & Pie

Posted on June 18, 2022 by | Leave a comment

126 – Chasewater Railway Museum Bits & Pieces

From Chasewater News August 1990

Editorial

This year has seen a continued increase in volunteers and therefore in the amount of work carried out on the railway.  For the first time in a long while a number of major jobs have been carried out simultaneously, such as trackwork, carriage and wagon repairs and loco maintenance, even when trains are running.

A lot still remains to be done, and with a visit from the Railway Inspectorate now promised within the next couple of months, it is even more important that this level of activity continues.

Following the Railway Inspector’s visit we should know exactly what work is required to extend the line, or indeed to continue running the existing section, and will be able to plan accordingly.  After all, it would still be nice to run trains into a platform at Willow vale Halt later this year.  (Nigel Canning – Editor))

Locomotive News

No.4 Asbestos – Having been at a virtual standstill for a number of months, work has now re-commenced in earnest on the firebox repairs and preparation for the major boiler examination of this loco.  A number of new tubes are to be purchased and will be fitted to replace those leaking when the loco was taken out of service.  Hopefully the loco will re-enter service before No.5’s boiler certificate expires in October.Sentinel pausing at Willow Vale – Nigel Canning

No.5 Sentinel – This loco has so far handled all of this year’s trains.  Recently adjustments have been made to the camshaft driven valve gear with, eventually, improved running as a result.  Various minor steam leaks still remain to be attended to.

No.2 Lion – The new boiler tubes for this loco have now been fitted and work is progressing towards its first hydraulic examination.

S100 – Work is still progressing with the machining of the hornguides of this loco.

No.11 Alfred Paget – This loco received a very nice paint job and superficial restoration for the Bescot Open Day and has been placed on display at Brownhills West station.

No.7 – Ruston – This loco is still in good running order.

No.9 Fowler – Investigation into the starting problems of this loco which had been thought to be due to a damaged starter ring, revealed that in fact a multi-plate clutch built into the starter motor had become fouled with oil and was slipping under load.  This clutch was cleaned and re-tensioned giving perfect first time starting on this loco.

Carriage & Wagon News

Work has recently started on two of our historic coaches, the Midland four-wheel passenger brake, and the Manchester, Sheffield and Lincoln Railway six-wheeler.  Both have been in need of extensive renovation for some time, but now look set to receive it.

The Gloucester and Wickham trailer cars are still running coupled together to form the passenger train whilst the Wickham power car remains in use as the station buffet.

Permanent Way News

Brownhills West Loop – Nigel Canning

The new points at Brownhills West are now virtually complete along with their associated trap point set and lever frame.  This means that we now have a complete run round loop for the first time in our railway’s history.

Weedkilling of the running line took place, rather belatedly, during May.  Bad weather and financial restrictions having prevented this vital job being done earlier in the year.  In addition, a number of worn sleepers have been renewed, and on particularly bad joint repaired.  It is intended to grease the remaining fish plates on the line and re-pack any dipped joints in the next month or so.

The dramatic increase in members in recent months means that work continues even on event days when trains are running.  In the near future the large steel gate at the shed yard entrance is to be moved down to the level crossing to complete the pair of gates there.  A replacement for the shed yard has recently been donated in the form of a pair of wooden gates which when in position, will give slightly wider access for the large vehicles such as the coal merchant’s lorry.

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Chasewater Railway Museum Bits and Pieces, No.80

Posted on January 7, 2021 by | Leave a comment

Chasewater Railway Museum Bits and Pieces, No.80, December 1977

The Railway Preservation Society Newsletter

Chasewater News 22 – Part 1

Barry Bull, Hon. Sec. of the Chasewater Light Railway Society, asked for his Secretary’s Report be included in the Newsletter and as it is a very good description of the state of the Society as a whole, here it is:

Hon. Secretary’s Report 1976 – 1977

The past year saw at least one intensive period of activity, this came during the final preparations for ‘Transport Scene’, general all round improvement was made in several directions during the year however.

Two locomotives were steamed during the year, ‘Invicta’ and ‘Alfred Paget’. ‘Asbestos’ being stripped for a major boiler test, the results of the first part of this test are unfortunate in that they show that repairs are required to the firebox, which could cost us a couple of hundred pounds to repair to the boiler Inspector’s satisfaction.  Both Invicta and Alfred Paget had repairs to the motion, re-packing glands, etc., carried out on them and both soldiered on.  Every steam loco on site had some paint or preservative treatment applied and this should help improve our image considerably, only Asbestos now looks really shabby.

The two ex. Worthington diesels also received attention and Planet No.1 was repainted.  Plans for next year include the overhaul of L & Y No.1.

On the rolling stock side of things, the main improvement came with the Chasewater Light Railway Company’s decision to have the DMU trailer repainted by outside contractors, this was duly arranged and completed in time for service on ‘Jubilee Weekend’.  The livery is maroon, with black underframes and grey roof.  Transfers and lining are to be applied by next season’s running.  Other important work carried out on coaches included the necessary re-panelling of our TPO.  Roof repairs were also carried out on this vehicle, but to date these cannot be said to be entirely successful.  Some of the goods stock was repainted also.  Unfortunately the heavy rain we had during a good part of the year did little to improve the paintwork on our two prize exhibits – the MSL and Maryport & Carlisle coaches.

The small relics collection continues to expand, albeit slowly, due to lack of available cash.  However one or two astute deals were pulled off during the year and we can boast the acquisition of some quite rare items because of them.  Several members have helped by taking home items to restore and a good standard of restoration has been reached on several items.  The ex. Cambrian Railways Merryweather fire pump was put back into a steamable condition, giving us an extra steaming exhibit on Transport Scene and Bank Holidays.

Much hard work was put into trackwork, this not being helped when the main pillar of the diesel crane suddenly snapped under the strain. The necessary repair work was carried out and the crane is now fit for service.  A point was laid in preparation for a storage siding to hold the works train, by our platelayers’ cabin.  The platform was extended and a lever frame installed on the platform, together with the erection of a fixed distant signal, albeit in a rather peculiar spot.  The platform area was also improved with the erection of lamp standards and installing several boundary markers and portable notice boards.

Train services operated on the time-tabled dates but poor weather on many days prevented the making of fantastic profits.

‘Transport Scene’ was obviously the highlight of the year, being easily the largest single event ever staged by the Society.  However, we must not allow the euphoria gained by this event to blind us to the fact that as a money raising exercise it can only be described as a moderate success.  Remember it was primarily to raise money that this event was set up.  In saying this, it was very pleasing to hear the many favourable comments of exhibitors and visitors alike.  It is to be hoped that we can cement our current good relations with several of the exhibitors at our ‘Gricers’ Day’ event on October 9th and indeed at another ‘Transport Scene’ in 1978.  Whilst mentioning exhibitions it is worth noting that the best profits yet resulted from our annual Model Railway Exhibition – these profits in fact approaching those made at ‘Transport Scene’.

On the Social side of things, regular monthly meetings were held in Brownhills during the winter.  An enjoyable and informative time was had by those who attended, but once again attendances could be said to be a little disappointing.  Several speakers from outside the Society have been arranged for the forthcoming season’s slide and film shows, so please support us and them with your attendance.  I must close with the most important item on our minds during the year – that is the purchase of the BR owned loop.  The price of £5,400 has been agreed between British Rail and Walsall Metropolitan Borough and we hope to get access to the line around next January.  Much work remains to be done before we can run a regular service on this section and this work will obviously cost money – this, coupled to the fact that we must pay for the track plus the Council’s pound of flesh in increased rents puts us in a somewhat embarrassing position.  Our Chasewater Track Fund has not been very successful due probably in part to too few people having time to push it, so may I ask those who feel they can help in any was to contact the Society.

B.J.Bull – 17.9.1977

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Chasewater Railway Museum Bits and Pieces 75

Posted on November 27, 2020 by | Leave a comment

Chasewater Railway Museum Bits & Pieces 75 – Feb 1977

The Railway Preservation Society Newsletter

Chasewater News 18 – Part 2

On 26th January Barry Bull, Adrian Pearson and myself (Ian Patterson?) journeyed up to the North Yorkshire area of the NCB to inspect some redundant steam locos for possible purchase.  On the way up we visited Rom River Engineering of Lichfield and noticed the unique Kerr Stuart diesel alongside the ex-Cadbury’s North British diesel hydraulic.

Further north we passed the Butterley Headquarters of the Midland railway Project Group.  I understand from Derek Cartwright that our Royal Saloon, at present on loan to the Group, is at present undergoing considerable restoration at Derby Carriage Works.

The first colliery we visited was Ackton Hall at Featherstone.  This revealed a surprise in the form of Bagnall Austerity No. 2746 of 1944, which had arrived the previous week from nearby Prince of Wales Colliery.  This loco is of great interest to me because it used to work over the Shropshire and Montgomery Line.  The other engine at the colliery was the purpose of our visit, being No.S119 ‘Beatrice’, a 16” inside cylindered six coupled loco built by Hunslet, No.2705 of 1945.  This engine was in excellent condition, the fitters confirmed this, wishing it wasn’t for sale.  This engine is of the same class as ‘Robert Nelson No.4’ and others which worked at Littleton Colliery.  We also enjoyed a trip down the line to the BR exchange sidings on a diesel with the chief fitter, who told us several interesting facts about the history of the colliery and its locos.

The next colliery visited was Parkhill Colliery which revealed S102 ‘Cathryn’ a six coupled Hudswell Clarke side tank No.1884 of 1955 of the PLA Class.  This too appeared in excellent condition but inspection of the boiler report confirmed to the worst our suspicions about its firebox which needed well over £1,000 worth of repairs.

‘Monckton No.1’

Passing under the footbridge into a very quiet looking Embsay station – possibly the last train of the day? Note the bunting on the station and the stone flags through the gap by the ticket office and cabman’s shelter.

(c) Tom Ireland

North Gawber Colliery revealed a rather battered Austerity Hunslet 3212 of 1945, which was unlikely to be saved.  The same colliery also revealed another Austerity ‘Monckton No.1’ HC 3788 of 1953 which is spare engine at the colliery.  Out of the three on offer, we have bid only for ‘Beatrice’, an engine of ideal size for use at Chasewater.

The recent ARPS meeting at York was also of interest, several RPS members travelling up on BR, who managed to put an engine with no form of heating at all on the front of the train!

The National Railway Museum is well worth a visit, but the display of small relics is very poor and if the officers there care to visit Winchcombe Museum they will see what can be done with railway bric-a-brac.

David Ingham from Bury, Lancashire, England

One of the two preserved Princess Royals, 6201 Princess Elizabeth at Castleton East Junction signal box.

The meeting itself was of interest as the Annual RPS Award was given to the Princess Elizabeth Locomotive Society, a sister group of the RPS, for their efforts in restoring ‘Lizzie’ to main line condition despite enormous odds.

Well done the ARPS in choosing such a worthy group of so few members as opposed to one of the larger, richer groups, and Well Done the ‘Lizzie’ Society, in achieving such a remarkable feat.

It is pleasing to note that the Police have recovered many of the stolen objects from the museum vehicle, though the fact that the culprits were aged nine and ten is not so pleasing.

Recent acquisitions have included:

1.    A diamond weight restriction sign of Sheffield and South Yorkshire Navigation origin (once owned by MSLR)

2.    An Oxford Canal Navigation sign.

3.    Sharpness New Locks and Gloucester Canal Company weight restriction sign

4.    Two different sets of six official LNWR postcards from the early 1900s.  One set depicts castles and the other, Welsh Inland Resorts.

We now have 58 different LNWR official postcards, but over 1,000 different ones are known to exist.

Important

Pic from Barry Bull’s Collection

The RPS is organising a Transport Festival at Chasewater Park over the weekend of July 23rd and 24th.  This will feature vintage cars, buses, steam rollers and traction engines as well as the RPS.  We need your help for this venture, the first of its kind to be held by us.  This event may prove vital to our finances this year.

Late News

On the second of February an open meeting regarding the financial aspects of the RPS was held.  This meeting was very poorly attended despite the fact that many members were aware of its existence.  Despite this setback it was decided to launch an appeal to buy the loopline.  The people present were seen to represent an accurate cross-section of active RPS members and a majority of the executive committee were present to authorise the steps taken.  In brief these were:

1.    To set up a fund to purchase the loopline, as a proposed rent of £1,400 per year is beyond the Society’s reach.

2.    This appeal is to go under the slogan of “BRIDGE THAT GAP, BUY A YARD OF TRACK”.

3.    Money shall be raised by donations, those exceeding £10 or in multiples thereof being certified as representing the purchase of one yard of track.

4.    There will be no ceiling on the appeal as in future years the NCB may press for purchase of the northern end of the line.

5.    All monies raised will be placed in a Building Society to maximise its purchasing power.

6.    This appeal will be fully advertised in ‘Railway Magazine’ and ‘Railway Modeller’ as these are the two magazines with the highest circulation in their field.

7.    Handbills will be produced and sent to all interested persons and visitors to Chasewater this year.

8.    All RPS members are urged to start the ball rolling.

BRIDGE THAT GAP, BUY A YARD OF TRACK

The future of the Chasewater Light Railway depends on YOU.

Steam Loco Drivers

Albert Haywood, Chairman of the RPS, has asked me to inform all members of the need for fully trained drivers for the season’s trains.  To this end, training will be given at Chasewater before the start of the running season.  All persons wishing to be considered should apply in person or in writing to Albert.  When a list of all members wishing to take part is gained then a scheme of training and passing out will be drawn up.

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Chasewater Railway Museum – From the Scrapbook, 1998, on to Chasewater Heaths.

Posted on September 6, 2019 by | Leave a comment

Chasewater Railway Museum 

From the Scrapbook,1998,

on to Chasewater Heaths.

Sleepering Partner

Rail contractor Centrac, Tarmac’s track renewal company, came to the rescue when it heard that Chasewater Railway at Burntwood, Staffordshire, was struggling to extend its line due to a shortage of sleepers.

Birmingham-based Centrac offered to supply 600 sleepers from its main recycling depot at Northampton.

The Donated sleepers mean that Chasewater Railway’s volunteer workforce can extend its line to a planned new station near the proposed Burntwood by-pass entrance to the Chasewater Country Park.

The line currently serves the Brownhills West end of the park, carrying passengers around Chasewater Lake – and across the lake on a recently rebuilt causeway – to a station opened 18 months ago in the Norton wildfowl reserve.

The track represents the only remaining mineral line from the vast Cannock Chase coalfield network, and runs small tank locomotives retrieved from industrial locations, including a steam shunting engine from Pleck gasworks, providing scenic leisure trips for passengers.

Chasewater Railway general manager Steve Organ welcomed the donation of the sleepers saying “We are absolutely delighted with Centrac’s generous help – quite simply we could not have achieved so much without them.  This shows the value of recycling materials.”

Lorne Gray, who is in charge of Centrac’s recycling operations, commented: “The particular type of sleeper we have donated would normally be stripped down to the bare components.  The baseplates and fixings would be sold off by the tonne to scrap merchants and the sleepers sold for use in heavy industry and agriculture.

“The fact that they will now be used for their intended purpose, albeit on a reduced specification basis, is very satisfying.”

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Chasewater Railway Museum – An 1857 Book

Posted on April 21, 2019 by | Leave a comment

Chasewater Railway Museum 

A Book dated 1857

A book has been donated to the Museum, described as a ‘Treatise on Cast and Wrought Iron Bridges & Girders as applied to Railway structures.’

Compiled by William Humber in 1857.

It is a substantial book, measuring 15″x 11″ and was donated by Chris Browy of Norton Canes.

Amongst numerous descriptions of works are two local bridges:

No.1:

South Staffordshire Railway

Aqueduct Cannock Chase

Messrs. McClean and Stileman, C.E. ( Consulting Engineers – John Robinson McClean and Francis Cloughton Stileman)  John Robinson McClean was involved with the South Staffordshire Railway and the Cannock Chase Colliery Company, and is of particular interest to Chasewater Railway and the Museum.

In 1849 he took into partnership Mr. F. C. Stileman, with whom he engaged in the construction of the South Staffordshire Railway, the Birmingham Wolverhampton and Dudley Railway, the Staffordshire and Worcestershire Canal reservoirs, and the South Staffordshire Water Works supplying water from Lichfield to a very extensive district.

Constructed by Messrs. Lloyds, Forsters & Co.

This Aqueduct was erected to carry the Walsall and Birmingham Canal over the Bloxwich Branch of the South Staffordshire Railway.  The work had to be completed before proceeding with the railway cutting to prevent interruption with the canal traffic, and also the supply to a water wheel, situated some distance below the ground of operations, in which the canal company was interested.  Considerable difficulty was experienced in carrying out the work, because of the unfavourable nature of the soil, which was loose, sandy and, to some extent, marshy; increased by the continual sinking of the banks, caused by the coal and iron pits, which undermine the whole district.

The aqueduct is carried at right angles across the railway in two spans, each 14 feet wide, by 15 feet 4 inches from the level of the rails to the bottom of the girders.  The trough 20 feet 4 inches wide by 5 feet 6 inches deep.

No.2:

South Staffordshire Railway

Cannock Branch

Messrs. J.McClean and Stileman C.E.

This bridge was erected for the purpose of carrying the Cannock Branch of the South Staffordshire Railway over the Wednesfield Branch of the Birmingham Canal. The peculiarity of this case consists in a better distribution of the metal in the top flange of the girders by which means the liability of that member to buckle when subjected to severe strains is in a great measure obviated.

The railway crosses the canal at a very acute angle, and to obviate as much as possible the effects of unequal deflection, each line of rail is supported by independent platforms so as to form two distinct bridges.  The longitudinal or main girders are 63 feet 4 inches long, having a bearing of 6 feet at each end on the abutment, so that the span is only 51 feet 4 inches.

 

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