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172/173- Chasewater Railway Museum Bits and Pieces

Posted on January 24, 2024 by | Leave a comment

172 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Autumn 1994 – Part 1

Permanent Way News

The second and final batch of track has now arrived from Four Ashes and is being put to good use by the Permanent Way Gang.  The works train has had to spend every Sunday ‘out of section’ at the end of the causeway just to make enough room for passenger trains, as with the amount of rolling stock now on site there is insufficient siding space at Brownhills West.  The track gang have put this situation to good use, and at the present rate of progress track will be in front of the platform at Norton Lakeside well before the end of this year.

In order to quantify the progress already made, and to assist with the planning of the future extension of the line, David Bathurst has produced the chart below showing distances between various points on the railway.

All distances were measured by pushing a pedometer along the head of the rail, and sleeper ends were marked with yellow paint at 100 metre intervals.  The ‘Zero Point’ was chosen as the gate post at the end of the loco shed yard, as after the motorway is built it is likely to be the closest surviving landmark to Brownhills West station.  When the time comes, new measurements can be made into the replacement station from the same spot.

The chart shows that we are currently running passenger trains over a distance of about a mile to the present running line limit almost half-way across the causeway.  When we ultimately reach Anglesey Wharf the total distance (estimated over the final section) will be around 2¾ miles, assuming that nothing is lost or added by the repositioning of Brownhills West Station (nice dream, but that’s all!).

173 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Autumn 1994 – Part 2

Locomotive News

No.4 Asbestos – This engine has run exceptionally well considering the dubious start to the season.  Since then a total of twenty-two boiler tubes have been renewed and seem to have cured the problem of leakage at the firebox end.  Another 124 new tubes have now been acquired and are stacked in the shed ready to complete the re-tubing at the end of the running season.  Slight weepage of a few stays and part of the foundation ring will also have to be corrected.

The latest batch of Russian coal, although somewhat smoky, is giving excellent results without the problem of clinkering inherent in the last lot.  This is just as well, as with trains running every Sunday in this summer’s hot weather the last thing anyone wants to do is rake the fire through after every other trip.

Asbestos with a three-coach test train stands on the causeway ready to return to Brownhills West

No.5 Sentinel – Progress on this loco remains slow, although the boiler is now ready for its hydraulic test.  All of the boiler fittings have been refurbished and will be hydrauliced along with the boiler.  The injector has been moved to the fireman’s side of the cab and that and the Weir pump are being re-piped in such a way  that they can be drained easily in winter to prevent frost damage.

S100 – Work has continued with the manufacture of new mountings for the brake hangers to replace the original items which were somewhat bodged and worn out.

Fowler diesel hydraulic No.422015 – Replacement injectors have been acquired and fitted to the engine of this loco with the result that its performance has been transformed.  A few other minor problems have occurred, but it has remained in regular use for shunting and works trains.

Ruston diesel electric DL7 – One of the starting air valves of this loco has had to be renewed due to a damaged seat in the original.  A fuel leak from one of the injector pipes has also been rectified.  The loco is serviceable but has remained out of use mainly due to passenger trains being steam hauled throughout July and August.

Fowler diesel mechanical No.410013 – Following arrival from Redditch this loco has had its engine de-seized, the injectors have received attention and the engine has been run.  Faults have been found with the injection pump and governor and these have now been removed for attention.  Following completion of the air system overhaul the loco should be able to enter traffic.The new Fowler stands in the platform shortly after its arrival from Redditch

L&Y No1 (Motorail No.1947) – All of the axleboxes and springs have now been stripped and rebuilt and a new bearing is being made to replace one which was stolen recently.  Once the sandboxes and inside of the body castings have been stripped and primed the loco will be ready for craning from its present position in front of the museum coach so that final erection can begin.

No.21 diesel – This loco is making steady progress, the engine is now complete but still awaiting cylinder head gaskets.  It is hoped that it may be running for the Diesel Gala which is a new event to be held for the first time in September.

Lion – Following its removal to Foxfield last Autumn this loco entered service at Easter, running initially double-headed with ‘Harwarden’ The vacuum brake hoses were apparently awkward to couple as ours at Chasewater are the opposite side to ‘normal’ to suit our DMU stock.

Smith Rodley crane – This again remained out of use awaiting a potential purchaser.  So far a couple of enquiries have been received but no offers have been forthcoming.

From the Board Room

The Board has been actively involved in a number of new initiatives, while various on-going matters have been subjected to scrutiny and, where necessary, review.  The following will be of general interest to the membership.

1.    Personal circumstances have brought about the resignation from the Board of Les Emery.  However, Les has indicated a willingness to continue with his other roles on the railway.

2.    The Board has agreed to the co-option of Company Secretary Andy Clegg to the Board.

3.    The trading name of the company has been changed to the “Chasewater Railway”.  Previous official and unofficial trading (‘Chasewater Steam Railway’, ‘Chasewater Light Railway’, etc.) are no longer considered suitable and are felt to give a misleading impression of the nature of our current and future operations.

4.    In an attempt to encourage family travel during this period of continual financial restraint, the price of the Family Rover has been reduced, until further notice, from £5.80 to £4.95.

5.    During the course of the nest few months, the Board is to produce a new business plan for the purpose of clearly defining objectives and priorities, and how they might be best achieved within the resources (including financial and manpower) expected to become available.  Associated with this proposal is the revival of the concept of departmental heads, holding pre-determined budgets, to give focus to the completion of the many and varied tasks necessary for the railway to both exist and develop.

6.    The Board has responded to a plea from Rallies Organiser Dave Whittle by delegating various aspects and responsibilities to specified individuals.  Thanks largely to the efforts of Dave, the Chasewater Rallies are rapidly gaining in reputation, with Paul Richards taking up much of the strain as Administrative Officer.

7.    On other fronts:

·        Negotiations are proceeding with HM Railway Inspectorate in relation to the extension into, and construction of, Norton Lakeside Station.

·        The railway was represented at a meeting of Chasewater user groups hosted by Lichfield DC, and arranged on a largely social basis for the various groups to meet the Members and relevant Officers of the District Council.

·        Lichfield District Council has generously offered grant aid to the railway in the sum of £1,000 by way of a contribution towards forthcoming expenditure.  This generous act by the District Council signals a solid measure of support for the railway by its new ‘landlord’.

·        Accommodation at Brownhills West has become a problem in consequence of stock acquisition, (4 DMU coaches plus one tanker wagon).  However, this should be relieved by the imminent removal of one (at least) of the Wickhams, and the Board is still anxious to dispose of the crane (preferably to a good home on another railway) as a matter of priority.

·        The transfer of records from Adrian Hall should enable Paul Richards to take up his responsibilities as Membership Officer with early effect.

·        The Board has agreed strategy towards bidding for the trackwork at Bromford Sidings, and has noted that the remaining trackwork at Four Ashes is due to transfer to Chasewater in August.

David Bathurst – Chairman.

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171 – Chasewater Railway Museum Bits and Pieces

Posted on January 15, 2024 by | Leave a comment

171 – Chasewater Railway Museum Bits & Pieces

Permanent Way News

Words on Synthetic Chemicals – Arthur Edwards

This story started back in October, 1993 when a Mr. James Bates of Synthetic Chemicals paid us a visit with the news that his company was doing away with its railway network, which connected with the BR Wolverhampton to Stafford line at four Ashes.  Jim told us that a number of items, some chairs and a point lever had been disconnected and were surplus.

The following weekend Paul Whittaker, Dave Borthwick, Tony Wheeler and Keith Day drove over to Synthetic Chemicals to collect the items which were brought back and stored at Chasewater.  Jim said that the company would have to consider all the pros and cons on how to deal with the demise of the rest of its railway network.

In the spring of this year we learned that Synthetic Chemicals had generously donated the rest of their track to the CLR, and on May 7th a gang of our P.Way staff went back to Four Ashes to make a start on the dismantling.  All of the fishplates were unbolted, some of the pointwork was split up and all of the keys were removed and brought back to Chasewater.

The second week was spent doing more or less the same again, at the end of which Chris Chivers informed me that the track was all ready for lifting in 60ft panels.

The next week, after mid-week phone calls, we managed to get a crew for the lift at SC.  Meanwhile back at Chasewater Ian Buswell was hard at work with the JCB levelling the site ready for the pointwork and 30ft track panels which will be used eventually for our new sidings and shed.Nothing to do with the post – just looks nice! Beattie Well Tank in Brownhils West

Over at Synthetic Chemicals three of Cotton’s artic lorries were waiting for their loads.  At around 10.30am the first lorry was ready, and Steve asked me to return to Chasewater with it to oversee the unloading.  Curly brought his lorry up, and Harold set up his crane to lift the top panel, Curly then moved his lorry further forward, and Harold dropped the panel in more or less the right place.  This process was repeated until the lorry was unloaded and the next one arrived.

At around 1.00pm on the Saturday the rain started, and did it come down?!  By about 4.30pm I was absolutely soaked.  Funnily I had brought my wet suit but it was in Steve’s car and I didn’t have time to put it on anyway.  I thought it was about time to be heading back to the station where my Better Half was waiting to get away.

Ian told me on the following day he finally got away at about 8.3pm.

The new track panels stretch from the end of our current running line right across the causeway and through the platform of the new station, and there are still another two or three loads to come.

Thanks must go to Cotton’s Transport and Safe Load Indicators who provided the lorries and cranes.

Since the arrival of the panels work has started on fishplating them all together and jacking and packing to achieve the correct level and alignment.  This method of tracklaying is obviously much quicker than our traditional way and it is likely that we will have a train in front of the new platform very shortly.

The Causeway Station NameWorks train into Norton Lakeside

At the meeting on 25th March, the Board gave due consideration to the names proposed by members for the causeway station, previously referred to by the unflattering (but geographically correct) name of ‘Norton Bog’.

Members will recall that the Board had agreed to a form of competition, so that those who submitted the name eventually adopted by the Board will receive family tickets for the day of the first official public service into the new station.

The following names were suggested by members and other interested parties:

Chasewater Lakeside, Chasewater North Shore, Lakeside, North Shore Halt, Norton Biddulphs, Norton Bog, Norton Causeway, Norton Cranebrook, Norton East, Norton Lakeside, Norton Marsh, Norton Marshes, Norton Parkside.

Nominations for ‘Norton Lakeside’ were submitted by Mr.J.P.Merriman, and Mr.Chris Hatton, both of whom will be official guests on the due date.  The three Board members who submitted the name are disqualified from the competition!!

By way of thanking the other members who took the trouble to submit suggestions, the Board has also agreed to offer a small token of appreciation.

David Bathurst – Chairman Passenger train leaving Norton Lakeside

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168 / 169 – Chasewater Railway Museum Bits and Pieces

Posted on November 20, 2023 by | Leave a comment

168 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Winter 93 – Spring 94 – Part 4

From The Board Room – David Bathurst, Acting Chairman.

With so many initiatives being worked-up on the railway at the present time, the Board is finding itself with an ever-increasing agenda.  Indeed, the Board Meeting held on 20th December failed to complete its business and had to be adjourned.

To enable members to be aware of the work being done on behalf of the Company, it is hoped to publish from time to time a brief resumé of matters currently under consideration by the Board.

This short note is not intended to cover all details of the Board’s business, but I trust it will be of interest to members.

1.    Following damage to the park which occurred during the movement of rolling stock, which resulted in considerable correspondence from the Council, it has been agreed that all such movements must in future be cleared with the general manager, and the crossing of grassed areas under the Council’s jurisdiction will not be permitted.

2.    A framework for crew training is to be considered in conjunction with the Roster Clerk, so as to maximise the potential of prospective crew members.  This will include both steam and diesel traction.

3.    The rostering of trainee firemen under the supervision of a passed fireman will be discontinued.  Trainee firemen will in the future act under the direct supervision of the driver.

4.    Only drivers and passed firemen acting under the supervision of the driver shall be permitted to drive steam locomotives while hauling passenger trains.

5.    In view of steam locomotive footplate constraints, only rostered crew and other authorised persons (including official guests) shall be permitted to ride on the footplate.

6.    The Board has agreed to the disposal of the crane, in view of its limited use by the CLR and the liabilities associated with it.  The availability of the crane, by way of sale, is to be advertised in the railway press.

7.    Paul Richards is to assume responsibility as Membership Officer as successor to Adrian Hall.  The date for transfer of membership details has yet to be agreed, being dependent on the setting up of suitable computer software.

8.    A shed fund has been opened, with a small sum banked to set the ball rolling.

9.    In view of the shortage of siding accommodation, any future proposals to introduce further items of rolling stock to the railway will have to be cleared by a sub-committee constituted by the Board.

10.                       It is considered essential for the CLR to enter into proper agreements with private owners of rolling stock, and perhaps other plant and equipment, which is residing at Chasewater.  The introduction of such agreements is intended to provide a clearer relationship between the parties, and to protect the interests of both the CLR and the private owners concerned.

11.                       Work on the causeway restoration scheme is proceeding rapidly, and should be completed during the spring/early summer.  However, it will be necessary to obtain the approval of HMRI before long.  Thanks to a donor who wishes to be anonymous, a footbridge has arrived on site on the causeway.The recently installed footbridge at the far end of the causeway.  This bridge was located, donated and installed all in the space of a few days.  It will provide pedestrian access alongside the existing railway bridge.

12.                       Consultations are proceeding with Lichfield District Council to secure the land which will be needed in the future to extend the line to Anglesey Wharf, but this may be delayed owing to the uncertainties associated with the line of the Burntwood Western By-pass.

13.                       Consultations are also proceeding with the Birmingham Northern Relief Road promoters regarding the relocation of Brownhills West Station.  Track layouts have been prepared by Regional Railways as a basis for discussion.

14.                       The disposal to Llangollen of the Wickhams, following asbestos removal, has been confirmed by the Board, subject to suitable arrangements having been made with regard to replacement passenger stock.

169 – Bits and Pieces

169 – Chasewater Railway Museum Bits and Pieces

From the Editorial – Nigel Canning

This issue of Chasewater News records our recent visit with ‘Asbestos’ and a brake van to Bromford Tube Works.  The majority of the magazine has been taken up by photos taken by members in an attempt to record the layout of the railway system in the works which has now sadly closed.

A great deal has been happening at Chasewater since the last issue.  Our coaching stock problem has been solved, although it may have created another one – lack of siding space; and track is being laid to the new station, which now has a name.

Locomotive News

No.4 Asbestos – This loco got through its visual examination and steam test without problem, although the Inspector did comment on the condition of some of the boiler tubes, and that if any of them failed the entire set would have to be replaced.  As if to emphasise the point, a number of tubes started to leak at Bromford following some energetic running, and have given trouble ever since.

Following renewal of the worst two tubes, the loco ran on Easter Sunday, but failed with further tubes leaking on the Monday.  After that, a further dozen tubes were renewed enabling the loco to run on Bank Holiday Sunday, only to fail again on the Monday.

Enough new tubes have been ordered to renew the entire set, some of which must be in excess of fifteen years old.  Whilst awaiting delivery of the full set, a further twelve have been renewed to enable trains to run at Spring Bank Holiday.

Apart from the tube problem the loco has continued to run well, and due to its being returned from Bromford facing the other way round, looks better hauling trains chimney first in its freshly painted green livery.

No.5 Sentinel – Very little  progress has been made on this loco due mainly to the amount of work needed to try and keep Asbestos running.  The boiler has, however, now been re-assembled, and the fittings are being refurbished off-site.

S100 – Work has continued on another of the four big leaf springs, the buckle of which was heated to expand it prior to assembly in Asbestos’s firebox. Various bits and pieces of brake rigging have also been fitted to the frames.

Fowler diesel – This loco has remained in service, used for shunting and works trains.

Ruston DL7 – In a surprise operation just prior to Easter this loco was fitted with an exhauster, valves and pipework to enable it to work vacuum braked passenger trains.  Since then it has completed several days of passenger train operation including ’extra’ non-advertised days as well as standing in for Asbestos.  Being unaccustomed to such intensive running, one of the axle boxes began to overheat, requiring stripping and cleaning.  The drive belt for the low voltage dynamo also caused a problem by disintegrating half way down the line.  This was, however, repaired fairly quickly without the train having to be rescued by another loco.  The general public appear unaware of the difference between the diesel and Asbestos, although to be fair, they are both painted the same shade of green and produce roughly similar quantities of smoke when running!

L&Y petrol loco – This loco seems to have been abandoned for the time being with various bits scattered around the station yard and loco shed.  Hopefully the re-assembly will commence shortly!

No.21 diesel – The engine for this loco is awaiting new cylinder head gaskets, and when fitted an attempt will be made to finally get it running again.

New Fowler – This four-coupled diesel mechanical loco appeared on site recently having been acquired from a preservation society in Redditch.  Following an attempt to tow-start the loco, it was found that the fuel injection pump needed repair, and this has since been removed.  Various other components have also been removed for attention so it could be some time before the loco is runnable.

Smith Rodley crane – this vehicle has remained out of use and has been pushed out of the way up No.3 road until a buyer can be found for it.

Carriage & Wagon News

New coaching stock – At long last replacements for the 2-car Wickham DMU and the recently departed Gloucester trailer have been found and began to arrive at Chasewater at the end of May.  A total of four additional vehicles have been purchased from BR, a centre car and three power cars.

The first of these vehicles, a Pressed Steel Co. motor brake second, W51372, arrived in time to run at Whitsun.  The recent history of this vehicle is quite interesting as it is one of several used by the contractors of the Channel Tunnel and has been through to France.  A maintenance record book found in the drivers’ cab refers to various faults as being at “the French end” of the train.

Ultimately it is intended to retain two of the four for use as a working DMU in BR green livery, whilst the other two will be used as loco-hauled stock.  Hopefully full details of the new stock will be included in the next magazine.

Wickhams E56171 & E50416 – The trailer car remained in service on passenger trains until just before Whitsun, when a vacuum leak in the brake system caused serious problems.  In view of the impending arrival of the replacements it was withdrawn from use.  The power car has also remained out of use.

Payment for the Wickhams has now been received from Llangollen, although a date has not yet been set for their removal from Chasewater.  This is likely to cause a space problem, as with the new arrivals there will be a total of seven DMU cars on site for a while.

Derby centre car W59444 – This coach has remained in service although it has been noticed that the surface of one of its tyres has started to flake away.  Advice is being sought as to whether it can be repaired.

20 ton Great Western Toad – This vehicle was ‘done up’ to run at Bromford Tube with Asbestos.  If nothing else it has benefited from having the rust worn off its brake blocks, as it covered most of the distance at Bromford with its brake screwed hard on!

CRC 4-plank wagon – Progress on the wagon has continued and it now appears to be back in one piece.  Tony Wheeler has started on the paintwork with the intention of finishing it in the livery of the ‘Conduit Colliery Company’.

Great Eastern six-wheel passenger brake – With the coming of better weather Dave Borthwick has started again on painting this vehicle.

Other vintage stock – No work appears to have been carried out on any other vehicles although this situation will hopefully improve during the course of the summer.

Shed Fund – This fund is now well underway so that by the time the route of the motorway is finally settled there may be enough money to make a start on this project.  Meanwhile donations will be gratefully received by the Treasurer, Chris Chivers.

I’m sorry but I can’t remember who took the photographs.

 

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166 – Chasewater Railway Bits and Pieces

Posted on October 12, 2023 by | Leave a comment

166 – ChasewaterRailwayMuseum Bits & Pieces

From Chasewater News Winter 93 – Spring 94 – Part 2

 From  A New Year’s Message from the Chairman

Without doubt, 1993 was a most interesting year for everyone associated with the CLR.

Obviously, the work on the ‘extension’ represents the most tangible of our successes in 1993, culminating in the decision of the Railway Inspector, Mr. Colin Law, to pass this further stretch of line in time for the Transport Rally in October.  Immediately, our running line increased by over 50% in length, enabling us to market the CLR as a real railway with a real product on offer.  With eminent guests from Lichfield District Council and Burntwood Town Council in attendance, after a very short, informal, ‘Opening Ceremony’, the Lichfield DC Vice Chairman Councillor Mrs. E.J.Bayliss waved off the 12 noon departure.  This, as with most trains that day, was virtually full, with passengers having some little difficulty in finding seats of their choice.Photo: DMB

Councillor Mrs. Bayliss subsequently wrote a most charming letter to me, and I think it is appropriate to reproduce her letter in full –

“13th October 1993

Dear Mr. Bathurst,

Thank you very much for a lovely day at the Chasewater Light Railway and Museum Company’s Annual Transport and Machinery Rally and for the privilege of officially opening the new stretch of railway line.  My husband and I found the Rally in Chasewater Park most enjoyable and interesting and we wish you well for the future.

The District Council looks forward to working with you further in the future when the whole of Chasewater comes within the boundaries of this Authority.

Yours Sincerely,

Cllr Mrs.E.J.Bayliss

Vice Chairman of Council.”

I hardly need to comment on how important it is for the CLR to enter into a good dialogue with both the elected members and officers of Lichfield DC, whose respect for the CLR will, for certain, be influenced by the professionalism with which we maintain our operations.

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164 – Chasewater Railway Museum Bits and Pieces

Posted on September 27, 2023 by | Leave a comment

164 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Autumn 1993 – Part 3

General Manager’s Report and Boardroom Notes – Steve Organ

At the last meeting, the Board decided that certain changes should be made to reflect more accurately the roles required to be played by certain Board members.  As a result, I have relinquished the role of Chairman after seven years in office, and have been appointed General Manager.  David Bathurst has consented to act as Chairman.  The changes reflect the fact that I have perhaps more time than other Board members to supervise works being carried out during the week, and my new role gives me the opportunity to act as a liaising officer for the various projects being worked on at the railway.  I think that the Board also wants me to have the task of seeing to fruition the various projects that I have initiated during my tenancy as Chairman!

I first wish to thank Tony Sale for the work that he carried out as General Manager for more years than I care to remember, and to say how grateful I am that he has offered to administer the engineering records and locomotive examinations, as well as overseeing the Loco Department.

When Adrian Hall and I arranged the present company and administration in 1986, and engineered the amalgamation of the old Society and Company into the present Charitable Trust, the membership made it quite clear that the most desirable change to the old ‘set-up’ was to transform the Company into a real railway, running trains all the way along our leased trackbed to Burntwood, and perhaps towards Anglesey Basin and beyond.  In the first magazine produced by the new Company, I wrote a long piece entitled ‘The Lost Causeway’, about the perilous state of the old causeway that once carried the railway across the northern part of Chasewater, then severely eroded by wave action. It was quite clear that if we were ever to fulfil our ambitions, the causeway would need a huge scheme of works tore-establish the old link.  Mindful of that, it was decided that we would seek ways of carrying out those works, whilst in the meantime rebuilding the permanent way to the causeway from Brownhills West.  David Bathurst has described in previous magazines some of the ways we have attempted to bridge the causeway gap.  That scheme is at last well under way, with well over 30,000 tons of infill having already been delivered and landscaped, with completion envisaged around December 1993.  In the meantime, tracklaying gangs have achieved a great milestone marked by a visit  by HM inspector of Railways in September, during the course of which visit we were given authority, subject to completion of certain works, to operate passenger trains to the start of the causeway on and from our Autumn Vintage and General Rally on October 10th.A recent view of the causeway showing the scale of the earthworks, and the track in place.  The pylon on the left has been demolished since this photo was taken greatly improving the scene.

The most difficult of the outstanding works are to re-pack the whole of the relaid section as a certain amount of settlement has occurred, an inevitable result of the complete rebuilding of that section of line, so any Saturday or Sunday that you have time to spare, come on down.  We will find plenty for you to do.  This doubling of the railway’s operational line with passenger traffic to the start of the causeway for the first time ever can only happen if our efforts continue apace.

August Bank Holiday weekend saw an historic event, when the first four lengths of concrete-sleepered track were placed on the new causeway.  Using a sleeper refurbishment technique developed by Dave Borthwick and Keith Day, which received very favourable comment from the Railway Inspector, a very hard worked team really showed their pace.  No further tracklaying is likely to take place before early December, as the rest of the causeway is nowhere near complete.  It is also necessary to stockpile huge quantities of ash ballast and topsoil ready for the final shaping of the causeway once the arrival and compacting of fill materials is complete, and the only place available to stockpile is on the completed areas of the causeway itself.

The station on the northern side of the causeway is under construction, and by the time you read this, the platform should be complete except for coping stones and the northern ramp.

Our aim is to open to a Civic Reception on Good Friday, 1st April, 1994.  Come and help!!!Norton Lakeside 1992

Motorway Update

Revised plans for our new relocated station at Brownhills West, with associated works yard, are under preparation by Ove Arup and Partners after consultation between Midland Expressway and the Railway’s negotiators (i.e. David Bathurst and Steve Organ).  MEL’s Consultation Manager, John Burton, has told me today (21st September) that ‘a scheme’ will be ready by mid-October.  I hope that he is right, because new sidings are urgently needed, and we must plan them to tie up with the motorway’s scheme.

The railway is an exciting place just now.  Dreams have become plans and are now hardening into reality.  All members of our group have a part to play – come and help make it so!!

Halloween Specials

Chasewater Railway (Brownhills West), Walsall, WS8 7NL

Sat 28th October 2023 – Sun 29th October 2023

Board our Terrifying Train at Brownhills West Station for a spooky trip to the Haunted Heaths, beware the Ghostly Ghouls. 

If you make it back pay a visit to our Scare Centre if you dare!!!

There will be Spooky Stories in our Blood Curdling Brake Van and the Night time Narrow Gauge in operation.

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160 Chasewater Railway Museum Bits and Pieces

Posted on August 24, 2023 by | Leave a comment

160 – Chasewater Railway Museum Bits & Pieces From Chasewater News Summer 1993 –Part 3 The value of a hole in the ground David Bathurst

This pic is for the benefit of those who didn’t get to see the chimney in the previous post!

160 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Summer 1993 –Part 3

The value of a hole in the ground 

David Bathurst

In an edition of ‘Chasewater News’ last year (Bits & Pieces No. 152) I outlined the possible use of derelict land grant (DLG) to enable the railway to achieve one of its most important projects – the restoration of the causeway.  The possibility had arisen for a number of reasons, including the fact that the Staffs County Council was preparing a derelict land scheme to reclaim the Norton Bog area of Chasewater, directly adjacent to the causeway.

The Staffs CC scheme was, however, delayed owing to the need to consult British Coal in respect of the coal stocks which might be recovered from Norton Bog.  If the Staffs CC scheme were to proceed, it was suggested that the causeway restoration could form a later stage of that scheme.  The mechanism to achieve this proposal was itself very complicated, with the causeway mainly falling within Walsall Council’s boundary.

Since the date of my earlier article, many events have taken place, including the decision of the Boundary Commission to transfer much of Chasewater into Lichfield District Council (and thereby under the planning jurisdiction of Staffs CC) from 1st April 1994.  This transfer also includes land ownerships, much to the dismay of Walsall Council.  The proposed transfer has direct implications for the railway, namely the short-term difficulties of having to take account of an additional local authority and the longer-term benefits of having to deal with fewer local authorities!!

Against this backdrop of DLG and the involvement of the various local authorities, members who visit the railway regularly will have some difficulty in reconciling the information which I have so far provided, with the events ‘on the ground’.  Indeed by the time this article appears in print, there is a prospect that most – if natal – of the causeway restoration will have been completed.  Not only has a very substantial access roadway been laid from Hednesford Road (rear of the station area ‘top’ compound), but similarly substantial works will have been completed to prepare the causeway to receive substantial inert fill materials.

‘But how is this possible?’ is the question likely to be asked by many members – especially those members who will have appreciated the massive scale of the restoration project.  It is a valid question, particularly in light of the knowledge gained by the CLR Board regarding just how much fill material (perhaps 10,000 tons) and manual resources are necessary to undertake the work.

One of the earliest lessons which I learned upon joining my current employers was the value of owning a hole in the ground.  As time passes and demands on space increase, coupled with the ever-present vigilance of the environmental lobbyists, local authorities and private organisations are finding it increasingly difficult to dispose of unwanted materials.  Although it is of no concern to the railway, everyone must be aware of the problem of dealing with household waste.  Exactly the same problem arises in respect of disposing of hard waste which is generated through the day-to-day operations of a large local authority.  Most of this material has to be sent to licensed tips – sometimes a great distance away – at a significant cost both in terms of transport and tipping fees.  If you own a hole in the ground, and you can secure the necessary planning and/or other permissions to fill it, then you have a most valuable asset.

I think that few of us involved with the railway fully appreciated that the causeway might be regarded as a ‘hole in the ground; in reverse!  But that is precisely what it is.Causeway December 1992

Even before the previous article appeared in print, representations were being made to the railway to the effect that Walsall Council’s Highways Direct Labour Organisation (DLO) would be prepared to undertake a restoration project, using the causeway as a suitable location for filling with appropriate inert (and environmentally acceptable) materials.  It would be, and continues to be, a finely balanced financial equation.  It was to be based entirely on commercial considerations.  It was not to be regarded as a favour to the railway.  It was to be based on the financial benefit to be obtained by the DLO, but with the railway enjoying a similar benefit, albeit not in directly financial terms.

The proposal can be summarised thus: a proportion of the savings made by the DLO by not incurring tipping charges in the private sector could be allocated to the works necessary to transport materials and employ heavy plant to spread, profile and consolidate the causeway to specifications laid down by the railway.  In addition to its routine programme of road maintenance, the DLO is for ever tendering for major highway projects, including bridge and similar schemes, all of which result in materials having to be disposed of.

I have no wish to expend too much time and space in describing all of the individual aspects of the project which have had to be addressed before work could start.  I can say, however, that many hours of discussions and consultations have been necessary, and dozens of phone calls made, to ensure (so far as is possible) the support and co-operation of the various agencies involved.  The detailed discussions have necessarily been limited to a mere handful of railway personnel, so as to concentrate lines of communication.

These discussions have included such details as how to deal with the rare (or rarish) plant life growing on the causeway.  It has been necessary to remember that the railway’s activities include certain designated areas, including a SSSI and a SINC (abbreviations well known to those of you with wild life interests), which have required close liaison with Walsall Council’s Planning and Leisure Services Departments.  I must place on record the tremendous help, support and co-operation of the Officers who have been involved in this particular aspect, including the Countryside Officer who gave the CLR Chairman (the author of this article at the time) a crash course in rare plant recognition!!Causeway South 1992

There have been a number of false starts to the project.  Initially, it was intended to import the materials from the bridge reconstruction scheme at the High Bridges on the Pelsall to Brownhills road.  I suppose that it was inevitable that something would go wrong, and so it did.  The weather immediately after Christmas reduced Chasewater Park to a bog, making it completely impossible to even consider moving any form of heavy vehicle into or through the park.  Each time the weather seemed to improve, it immediately deteriorated again, resulting in a further deferral of the start date.  I hardly need to remind certain members of the dangers associated with driving vehicles in close proximity of the Chasewater reservoir without taking the precaution of wearing a life-jacket and having flares (as opposed to railway detonators) immediately to hand.  (While working with the dumper truck it got a bit too close and slipped into the water!! Bits & Pieces No. 151)Causeway December 1992

However, an upturn in the weather enabled everyone concerned to agree to an early May start date, and work on laying the access road commenced in earnest on the first Tuesday in May.  Regrettably, the attentions of the local riff-raff were directed to the contractor’s JCB, which attempted to emulate the dumper truck in trying to carry out work within the Chasewater Reservoir itself.  Despite this set-back, the work has continued according to plan.

In terms of a time scale, the DLO have not sought to offer (and nor has the railway demanded) a precise indication of a completion date for the restoration project.  This reflects the fluctuating availability of suitable fill material – which has had to meet exacting criteria laid down by both the railway and the local authority.  Nevertheless, it is in the financial interests of the DLO to undertake the work speedily and effectively, so as to avoid the costs of employing contractors’ plant and equipment, whilst at the same time maximising the capacity possibilities provided by the scheme.

The end product will be a causeway capable of accommodating a railway line; but it will not necessarily be a finished product.  It will still be necessary for the railway to provide for the small bridge at the eastern end of the causeway to be widened to facilitate the provision of a trackside footpath.  Indeed, although there is no formal right of access across the causeway, the railway cannot ignore the real world situation in which the causeway is seen by the public as a convenient route between the two sides of Chasewater Park.  The restoration scheme includes a private footpath alongside the running line, but at a slightly lower level.

In addition, discussions are taking place with the group responsible for the Forest of Mercia, in relation to a scheme of planting suitable species along the causeway, so as to enhance the environmental attractiveness of what might otherwise be a somewhat stark construction.

I apologise for the length of this article, but only in one sense.  The causeway restoration project is of momentous significance to the future of the railway.  It is a focal point in the minds of many of the railway’s working members.  Not only is it important in itself, but it also opens up the real prospect of further expansion into Chasetown.  Already, preliminary discussions have taken place with Staffs CC – who are currently designing their Norton Bog Reclamation Scheme now that British Coal have withdrawn their coal recovery proposals – regarding the clearance of the track-bed adjacent to the Norton Bog site.  Further, Staffs CC Highways Department have been asked to provide details of their design work on the Burntwood by-pass, to enable the railway to assess the implications on the railway’s long-term expansion proposals.

This is a very exciting time for the railway, with so many different projects taking place or being prepared.  The causeway restoration will make it necessary to bring forward thought (and expenditure) on the procurement of sleepers and rail.  It will give an added impetus and an exciting incentive to the working members and the railway’s many supporters.

And it is a fact that the scheme has come about because of the one thing that most of us had not contemplated – our own special version of a “hole in the ground”.

Causeway South January 2005

Chasewater Railway Museum – The Causeway

Posted onNovember 9, 2015by John D | Leave a comment

Chasewater Railway Museum

The Causeway

Causeway April 1971

Worthington locos Nos.20 & 21 on the causeway with the Maryport & Carlisle coach in April, 1971

Causeway 1992

Taken in 1992

DMU on causeway001
Causeway 2005

Taken in 2005

2011_03250028

2011 – A hole in the Causeway!

2011_05280007

Later in 2011

2011_05280016

May 2011 – First train over re-opened causeway.

2009_09120020

Just to show steam locos use it too !!

Visiting loco ‘Wimblebury’ over the causeway.

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159 – Chasewater Railway Museum Bits & Pieces from Chasewater News Summer 1993 –Part 2

Posted on August 20, 2023 by | Leave a comment

159 – Chasewater Railway Museum Bits & Pieces

from Chasewater News Summer 1993 –Part 2

The Re-opening of the Museum

Bob Duffill

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!)

Lancashire & Yorkshire Railway Van

Bob Duffill

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!!

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158 – Chasewater Railway Museum Bits and Pieces

Posted on July 29, 2023 by | Leave a comment

158 – Chasewater Railway Museum Bits & Pieces

from Chasewater News Summer 1993 –Part 1

I had a ride on the train this morning, very smooth behind ‘Myfanwy’

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!!

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157 – Chasewater Railway Museum Bits and Pieces

Posted on July 21, 2023 by | Leave a comment

157 – Chasewater Railway Museum Bits & Pieces from Chasewater News Spring 1993

– Part 3 The Very Special Day

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.

A salute to our PW gang – By Dave Borthwick

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

corner

corner!

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151/152 Chasewater Railway Museum Bits and Pieces

Posted on June 22, 2023 by | Leave a comment

You will be pleased to hear that the Museum will be open this Sunday – 25th June 2023.
Could we ask members, while we are still using the rear entrance, to take care parking their cars to leave room for mobility scooters to access the path to the rear of the Heritage Centre.

 

151 – Chasewater Railway Museum Bits & Pieces from Chasewater News Dec 1992 – Part 1

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!

 

152 – Chasewater Railway Museum Bits & Pieces from Chasewater News Dec 1992 – Part 2

Restoration of the Causeway and Derelict Land Grant 

David BathurstCauseway 1992 DMB

Norton Bog Reclamation 1992 – DMB Norton Lakeside 1992.  DMB

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