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149 – Chasewater Railway Museum Bits and Pieces

Posted on June 6, 2023 by | Leave a comment

Chasewater Railway, including the Sidings Tea Room, will be closed this coming weekend, the 10th and 11th of June 2023, due to the Staffordshire Iron Man Competition.

149 – Chasewater Railway Museum Bits & Pieces

 

From Chasewater News Autumn 1992 – Part 2

Permanent Way News

Track Update – Keith Day

Work on the track is progressing well.  On most Sundays there is a regular crew working at the end of the line.  Timbers recovered from Hams Hall have already been used in extending the track.  In mid-July we calculated that we were only nine 60ft panels away from the causeway, and since then several of these have been laid.  Work has been made easier by the professional way in which we use the JCB and in Ian Buswell’s skill in driving it.A view of newly laid track on the extension curving towards the causeway bank.  A comparison between this photo and the one in the previous post reveals the fantastic improvement made during the first half of this year.

If anyone reading this article would like to join the permanent way gang, if only for an occasional Sunday, we would be pleased for you to come and join us.  Just ask for Les Emery or Arthur Edwards at Chasewater, or phone the station or just come along on any Sunday.

Willow Vale Bridge

Work on the metalwork has been completed with the addition of ”Chasewater Steam Railway” painted in large letters on the road side of the bridge.  Tony Wheeler and Arthur Edwards have cut back the trees and undergrowth compassionately before the nesting season, and now the railway has come alive to the many people who pass that way daily – another case of free advertising!

Brownhills West Station News

All weather working with power tools can now be accomplished safely following the installation of RCCBs (Residual Current Circuit Breakers) on all the power circuits at Brownhills West.

Adrian has almost finished the lighting on the station platform following his success with the shunters’ cabin, public loos and bric-a-brac stall.

We can be seen from the other side of the park now!In preparation for the spring and summer season a tidy up was needed around the station site.  A number of things have consistently offended the eye, such as the abandoned signal post once sited on the platform, but recently cut down on instruction from the Railway Inspectorate.  It was too heavy to lift very far, and too big to hide, so the ideal thing to do was to raise the damn thing.  A hole was dug; bull-head rail was pestered out from around the site and drilled to form two bracing pieces which were fixed to the base of the post.  The next week with the help of Keith Day, Ken, Larry, Dave whittle, Andy, and Paul Whittaker, and with no help from the rain we arrived to find our hole full of water.  With a rope on each side of the signal top (maypole-like) we heaved and stood the signal erect.  Newton’s gravitational theory nearly took effect on two occasions, but with frantic assembly of the other two bracing pieces of bull-head rail, and Paul Whittaker arc welding them into position, all became steady and perpendicular.  The signal mechanism can now be operated from just above ground level.

Turf was planted around the base and is now growing profusely.  Total cost of the project was just the welding rods supplied free by Paul Whittaker, but the main thing that was achieved was the free advertisement of the signal arm being visible from the other side of the park.

Donation boxes are a feature at most railways and bring in a modest income to fund various projects.  The chimney from our Peckett 917 was rusting away on its saddle tank, but painted and planted on the station it offers a home to our passengers’ nuisance change.

Can members think of ideas to utilise any other railway components?  Perhaps our modellers could show off their engines in a glass case where a donation could power the driving wheels to show off the workings.  We must amuse the mums and dads and kids as well as the rivet counters!  Pennies into Pounds!!

Dave Borthwick 

Meeting with Walsall Council – David Bathurst

A number of CLR members will have been aware of correspondence from Walsall Council instructing the railway to stop work on track preparation and re-laying and certain remedial works to repair the breach in the causeway.  It was suggested by the Council that the railway required planning permission for its works, and that the railway might be acting against the various nature conservation designations (SSSI & SINC) within Chasewater Park.

The Council’s ‘instructions’ caused some concern to the working members.

However, a meeting was quickly arranged between the Council and representatives of the railway, at the Council House, Walsall, on 14th May 1992.  Steve Organ, Les Emery and John Selway represented the railway, with the meeting both convened and chaired by David Bathurst – who was faced with the dilemma of having a foot in both camps!!

The meeting proved to be immensely satisfactory from the railway’s point of view with the Council conceding early on that the railway is in fact in possession of all the necessary planning permissions to carry out its immediate future programme.  It seems that the Walsall Council did not have on its files a copy of a very important planning consent granted in the 1970s by its predecessor planning authority, Staffs County Council, which fortunately was able to be located within the railway’s records.

Perhaps more important was the clear impression gained from the Council’s Officers that they wish to assist, and not obstruct, the railway in its proposals, while at the same time offer advice as to how best proceed in the best interests of preserving the environment.  Indeed, a meeting took place on site a couple of weeks later, when Steve Organ and others enjoyed a high-speed programme of plant recognition.  It should not be construed that the railway can do what it likes because certain future projects may well require planning consent, but at least proper lines of communication now exist between the railway and the Council.

In conclusion, the need for a good working relationship between the railway and the Council cannot be over-emphasised.  What could have been a confrontation resulted in exactly the opposite, thanks to a professional presentation by the railway’s representatives and good will on the part of the Council’s Officers.  At least on this front, the future looks good indeed. – David Bathurst

Vacancy Filled

Of the three posts recently advertised, the best job has already gone!  The successful applicant for the position of Company Treasurer checks the takings following Transport Scene.  Such youthful enthusiasm!!  Whatever happened?!

Is that really Chris Chivers??

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148 – Chasewater Railway Museum Bits and Pieces

Posted on May 28, 2023 by | Leave a comment

The Museum will be open on Sunday 28th and Monday 29th May 2023

148 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Autumn 1992 – Part 1

Editorial – Nigel Canning

Work on the railway is still progressing well and the number of volunteers has increased to the extent that even on our busiest day, Transport Scene, there were still people working on the new extension, and on carriage restoration.  As if to reflect the amount of work going on, even this issue of the magazine contains a few extra pages.  If all goes well, the Railway Inspector will be asked to pass off the line for passenger running to the causeway early next year.  If YOU would like to help on the track or in any other department on the railway, please come along – you will be most welcome.

Locomotive News

No.4 Asbestos – This loco is almost ready to return to traffic on a regular basis.  A couple of steam tests have been carried out, and a number of minor leaks corrected.  A small amount of finishing off is now required, such as fitting of the new saddle tank balance pipe and the extension of the buzzer wiring to the front buffer beam.

No.5 Sentinel – This has remained the only steam loco in service and has run well.  The problem of rust from the superheater blocking valves has been kept under control by regular inspections and cleaning.  The loco will need to be taken out of service before Christmas for its 5 yearly major boiler examination.

No.2 Lion 

This loco has passed its hydraulic test, and boiler fittings and pipework are now being fitted.  The boiler has been lagged, the cladding sheets fitted and the tank lowered into position.  Work is now being carried out to align the tank mounting brackets.

S100 – Work is continuing on the hornguides, and new fitted bolts have been made to secure them to the frames following machining.  The boiler has been unloaded from the flat wagon and is now in the loco shed yard where the shell has been cleaned and painted.The boiler from S100 is lowered into its new position in the loco shed yard.

Fowler – This loco is still running well and is in regular use.  Work has now begun on machining the various parts required to fit the loco for working the vacuum brakes on our passenger stock.

DL7 – Work is in progress on cleaning the cylinder heads and re-seating their valves ready for the engine rebuild.

No.21 Diesel – Work has concentrated on the two spare engines for this loco, the best of which may shortly be refitted to the frames

Smith Rodley Crane – This vehicle has remained out of use.

Bass Community Award – Keith Day

In the early part of this year, a poster appeared on the notice board at work saying ‘Bass Community Awards’ open to employees who are involved with a charitable organisation.  Now being a volunteer on the permanent way gang at Chasewater, and an employee of Bass, Mitchells & Butlers, both conditions were met, so I applied for an application form and sent it to the address stated on the poster.

A week later the application form appeared on my bench at work, and, after a lot of thought, I filled it in and with it wrote a potted history of the CLR.

In it I told briefly of the construction of the railway in 1860, and of how Chasewater Light Railway has been at Chasewater for 25 years, and of our plans to relay the track across the causeway and around the far side of the lake.  To do this we need money to buy materials to replace badly rotted sleepers, and rail which has staggered joints or had been criminally taken away for scrap.  I also wrote of what had already been achieved – the re-laying of the track to extend the running line, the repairs to Willow Vale bridge handrails to allow passenger trains to run over it, and finally, the passing of the extension by the Railway Inspectorate for passenger carrying trains.  The application was posted and almost forgotten about, until, on 24th April, a letter came through the door. I opened it up and read:

‘Bass Community Awards’

‘Further to your recent application for consideration under the above scheme, I am pleased to advise you that your organisation, Chasewater Light Railway & Museum Co. has been successful and has been awarded £300.  Could you please contact me on the above telephone number in order that we can discuss details of the cheque presentation.’

I telephoned the said number and arranged a date for the presentation at 7.00pm on Wednesday 27th May.  After a lot of thought and discussion, it was decided to use the £300 award to pay for the transport of redundant track materials from Hams Hall Power Station on 26th May.

Chris Chivers, Andy Clegg, Chris Hatton, Adrian Hall and myself, with ‘DJ’ Geoff running a shuttle service in his van were the crew who went to Hams Hall to load the trackwork, while Steve Organ, Arthur Edwards and others stayed at Chasewater to receive and unload the lorries.  Unfortunately, things did not run to plan, and what was supposed to be the first load at 9.00am departure from Hams Hall was in fact 6.30pm.  The second load arrived late afternoon on the 27th – the day of the presentation.

As it happened, this worked in our favour as Janice Clarke, PR Officer for Bass, and her photographer were able to take a picture  of the last load, unloaded with Yours Truly presenting the cheque to Chris Chivers, while Steve, Arthur and Chris Hatton posed in the background.  (Working for Bass is just like working at Chasewater – if you want anything done, you have to do it yourself!).  The picture and story were released to the press and appeared in the ‘Express and Star’ on 15th June.What we recovered from Hams Hall were: 4 sets of points, a rail drilling machine, 1 buffer stop complete, a number of point timbers, 2 point levers, some sleepers, rail, chairs and numerous other materials.

A small buffet was given at Brownhills West on the occasion, and I would like to thank Bass personally for their award of £300, and also everyone who took time to turn up on the 27th.

The Bass awards are an annual event, so if anyone has a suggestion for next year, please let me know.

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147 – Chasewater Railway Museum Bits and Pieces

Posted on May 21, 2023 by | 1 comment

147 – Chasewater Railway Museum Bits & Pieces – From Chasewater News Spring 1992 – Part 3

Mission Impossible – Rob Duffill

This is my first report after being elected to the post of Commercial Manager in December, and I now have the honour of trying to maximise our income at Chasewater, both on and off site.  This is the job in a nutshell, and make no mistake, without an increase in income we cannot achieve our goals in other areas, however desirable, well planned or good value for money.  The task is difficult, but the successful outcome very rewarding and I am afraid it will mean asking members to help out on occasions and do jobs they do not fully enjoy.  Please remember if you spend a couple of hours for example, collecting entry fees at the gate, how much more you can enjoy the rest of the time because we can afford another project that really does interest you.I joined the group in 1968 and was elected to the Committee of the then Society in 1971.  Following a split up of ideas and members, I did not re-stand in 1974.  I have, over 23 years, seen the ups and downs and plodding alongs at Chasewater and like to think that all this gives me an insight into what is needed as we are definitely on the up, and have been for several years.

As we get bigger and better we will need to change practices to cope with demand and the present working members at Chasewater seem to me quite capable of really making great strides forward.  As I look around me I see the track extension (you now need good eyesight!) and the general improvement to stock and site.  The shop and buffet raise large and regular income and will need your occasional support as the regulars need a change from time to time.

What plans do we have?  In the short term we can only expand what we did last year.  We will be a success if we raise more income at each event and we all have a critical role:  It’s down to the members.  We will succeed if we pull together and remember that we need the public to pay for our enjoyment of our hobby.

I hope to highlight certain aspects of the commercial side in future magazines, for example, plans for a mobile sales stand.

If anyone has any suggestions for raising money or showing the flag (publicity) please contact me, as we must, as cheaply as possible, raise the awareness of the public that we exist, are different and that they ought to visit, and, having visited, come again because they liked it so much.  Mission Impossible perhaps – but we’ll see at the next AGM in 12 months time.

Stop Press

Pic – Nigel Canning

One of our members, Mike Wood, has bought an ex-Great Western Railway ‘Fruit D’ van from British Rail, and at the end of March it was delivered to Chasewater.  The Van, which is vacuum braked and steam heated, was run on April 11th as part of a demonstration goods train fro the Industrial Railway Society.

16 Ton Mineral Wagon – Arthur Edwards

Steve Forrest and I bought this item of rolling stock from the CLR Co. on the understanding that it will remain on CLR metals.Arthur and Steve pause briefly whilst shovelling coal dust and slack out of the wagon prior to chipping rust from the bodywork. – Nigel Canning

The underframes have already been doused with old engine oil to help with their preservation, and the bodywork is in exceptionally good condition considering its age, built in 1957 I think.  At present it is in British Coal green, but we aim to re-paint it into the classic colours of grey and black with white sloping stripe down one corner.

 The idea behind obtaining this and the 21 tonner was to help in the rebuilding of the causeway, but the 16 tonner has been put on our line backwards, that is, the end opening door  is at the wrong end.

Over the next few Saturdays we, that is, possibly Tony and I and maybe Dave and young Chris, aim to release the jammed side doors and the one end door followed possibly by the re-paint in the coming months.

Maybe one day there will be the Maunsell brake van, our 16 tonner, followed by the wooden bodied coal truck, possibly the Midland crane, and the Great Western Toad hauled by a loco not seen in steam for many a year, ‘Colin McAndrew’.  Our own freight train!

Moving Pictures

The slide and film show held at Chasewater during January was well attended and a great success.  The subject was ‘Chasewater in the Early 1970s’ and featured a variety of films and colour slides by Andrew Louch and Rob Duffill.

All of our departments were left drooling by some of the photos which stand as a great tribute to the pioneer members at Chasewater.  For a variety of reasons the early promise of success came to nothing, and much of the progress made was lost during the 1980s.  While certain aspects of Chasewater have still to reach the level attained in the early days, it is pleasing to see that real progress is once again being made, and on a far more professional level than ever before.

The opening shots of the first film saw diesels 20 and 21 shunting some delightful wooden wagons at what is now Brownhills West Station.  Although some of those wagons have now gone, it is great to know that No.21 is undergoing restoration in the shed and will one day burst into life once more.  No.20, which is nominally in working order, is on loan to the Bass Museum, Burton-on-Trent, although it may one day return to Chasewater.

Another item of nostalgia was a wonderful film of our trains at the far end of the line across the causeway and round near the old workshops.  This provoked much discussion, and we have now approached British Coal who own these now disused buildings with a view to acquiring them for our own use.  First signs are encouraging and we may have some good news to report soon.

The late lamented ‘Norton Branch’ also featured in the cine film show.  This ‘Norton Branch’ ran from our current line, before the causeway (from Brownhills West) in between the bungalows and the Swag pool round to Norton East Road, and ultimately into Conduit No.3 Pit (Jerome’s).  The loss of this section of the line was a sad blow, but it is interesting to note that we do still lease the track bed.  Who knows?  Perhaps we may one day rebuild that line.

The Carriage & Wagon department also had a lot to think about.  Film of a beautifully restored Maryport, and the MSL caused quite a stir.  The now derelict ‘slum’ and Midland crane also brought gasps from a few people.  There was also a message for those who cared to read it.  Two coaches, the LNWR TPO and the SECR ‘birdcage brake’ also appeared on the film.. Both of these fine carriages left Chasewater many years ago because it was felt that they would stand a better chance of restoration elsewhere.  They are, in fact, both still derelict.  So all those who want to dispose of our old coaches, take note!

Another fine vehicle was the E1, sold to Cranmore in the 1970s.  This loco has had something like £40,000 spent on it and has yet to enter service on the east Somerset line.  (It has steamed since that, but if it had stayed at Chasewater there was no £40,000 to spend on it!).

Other engines seen working included ‘Invicta’ and the venerable Neilson ‘Alfred Paget’.  Once again our loco department is making progress, and these engines may one day receive the attention they require. – P.Aldridge

 (Invicta has long since left, and poor Alfred is still waiting!) (Alfred Paget being worked on, May 2023)

Video – Wimblebury and Peckett 2000 Double Headed leaving Brownhills West.

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146 – Chasewater Railway Museum Bits and Pieces

Posted on May 11, 2023 by | Leave a comment

146 – Chasewater Railway Museum Bits & Pieces – From Chasewater News Spring 1992 – Part 2

Permanent Way News

The majority of the work carried out in this department is still the extending of the line towards the causeway.  Around half a dozen people are now regularly involved in the work and a dozen or so 60 foot lengths of track have been added to the existing extension.Work has been greatly speeded up by the use of the JCB which by clearing the track bed, moving rails and sleepers and depositing ballast exactly where it is needed has left the track gang free to lay track rather than spend hours, or even weeks, just shovelling.  Accordingly, the lads would like to thank Ian Buswell for his superb driving of this ’52 manpower’ machine.

The JCB has also filled the breach in the causeway, and was driven across to the other side in triumph on 8th March where work then began on widening the trackbed opposite the existing brick platform so that a run round loop can eventually be installed.

Walsall Council have now agreed to provide and dump ‘road scrapings’ to widen the causeway in the very near future.  It is hoped that enough of this material will be available to provide sufficient width for a footpath next to the railway.

Whilst progress on the track so far has been relatively rapid, our supply of track materials is likely to run out before the causeway is reached.  If anyone knows where we could obtain rail chairs, keys, fishplates and bolts, or even rail cheaply could they please contact the PW department at Chasewater?

Carriage & Wagon News

Maryport & Carlisle six-wheel coach – This vehicle remains sheeted up, protected against the weather,

Manchester, Sheffield & Lincoln six-wheel coach – This vehicle has also remained sheeted up.

Great Eastern six wheel passenger brake – This coach has with one almighty pull rotated its wheels shedding rust from its brake blocks accumulated since its last move in 1977.  The new position has made access easy, and working on cutting and fitting the missing panels, undercoating and top glossing has already been completed leaving only a small section around the door areas.  The temporary two-tone blue will remain, sealing the wooden body for some time.  The Great Eastern coach, once left forlornly down in the undergrowth to rot, now boasts to be the most used vehicle on our railway.  It provides a hearth and meeting place at Brownhills West for early arrivals on Saturday and Sunday, warm overnight accommodation, a place to make a hot drink, and about three times a day, a debating room.

CCCC Brake Van – Referred to in magazines as a ’CRC’ Brake Van but it was in fact from Cannock Chase Colliery Co., not Cannock & Rugeley Colliery.  Keith has now sealed the roof, replaced the wooden blanks with Perspex windows, re-timbered some of the verandah planking and fitted lids to the inside cabin lockers.

Midland four-wheel passenger brake – This vehicle has remained sheeted up over the winter, but inspection has revealed that even though the tarpaulin was in good condition and fitted snugly, it didn’t stop all the rain from entering the coach.  Thus began the Carriage & Wagon Shed (planning permission exempt).

Over the Christmas period an experiment was carried out to make a canopy support strong enough to carry the weight of a tarpaulin and snow, and rigid enough to remain intact against our famous Chase winds.  A free standing structure made of scaffolding and point rodding looked good on paper, but in reality the constant adjustment of the uprights to keep everything square was a problem.  The damn thing was just walking slowly into the woods!  The use of two bracing cables across the roof of the Great Eastern coach and secured down to the rail did the trick.  After another two weekends work the structure was complete and awaiting tarpaulins.

A shunt round now is needed to get maximum protection from the weather for perhaps the Midland, or, with John Elsley’s consent the MS & L or Hudswell 431.

Maunsell Southern Brake van No.62861 – This van has received attention to its roof, as the flaking top skin of bitumen had exposed the Hessian backing in places allowing leakage.  These have been re-sealed, and during the last rain storm the patches seemed to be weather tight.

Cadbury Van – This has now become a useful workshop with temporary mains power and lighting, and is used frequently by our brightest and best young member, Chris Hatton.  (If only we had another ten like Chris our future would be certain).

Great Western Brake Vans – These vehicles are in service nearly every week on the permanent way train, the tool van kept tidy by Arthur, and the mess van kept warm by Arthur and Steve stoking up the pot-bellied stove.

16 Ton Mineral Wagon – With the help of Arthur, Steve, Jonathan Clegg and others, the coal has now been removed from the wagon and spread in the four-foot for use in our pot-bellied stoves.  One of the side doors has been freed off and the wheels and under-frames painted with oil.Derby Centre Car W59444 – The bodywork of this coach is being prepared for painting prior to its entering service coupled to the Wickham trailer at the start of the season.

Wickham Trailer E56171 – It is hoped that, with the agreement of the Railway Inspector, we will be propelling our trains from the opposite end this year, in which case the Guard (or second driver) will travel in this coach.  In view of this, a certain amount of refurbishment will be necessary in the driving compartment but otherwise the vehicle is in reasonable condition.

Gloucester Trailer E56301 – It is intended that this coach should remain out of service for a while until repair have been carried out.

Wickham Power car E50416 – The greatest step forward by the C & W dept recently has been the work carried out by new members Ken, Andy and Larry on this vehicle.  They have assisted Dave Whittle with the bodywork, but more importantly on the technical side of replacing batteries, rewiring, test running the engines, vacuum and air equipment, as well as interior restoration.  Working mid-week and Saturdays and Sundays, they forecast ‘the set’ will be available for service trains in the near future.  With Chris, Ken, Larry and Andy’s help this has certainly boosted the C & W dept’s hands-on membership team. 

Dave Borthwick.Pictures by Dave Borthwick, Nigel Canning and Tony Wheeler.

Holly Bank No.3 leaving Chasewater Heaths for Church Street, first day of steaming in 2023 – May 7th

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145 – Chasewater Railway Museum Bits and Pieces

Posted on May 7, 2023 by | Leave a comment

145 – Chasewater RailwayMuseum Bits & Pieces – From Chasewater News Spring 1992 – Part 1

Editorial Nigel Canning

A lot of progress has been made over the winter months at Chasewater to the extent that it is now very difficult to keep the news sections of the magazine updated before it is printed.  This is because there now seem to be a lot more people than ever before working regularly on our railway, and the effect of this is beginning to show.  The track extension is proceeding at a very impressive pace, and we are on the verge of having three steam locos available for running trains, and a choice of passenger and goods rolling stock in gradually improving condition.

Anyone wishing to help in any department on the railway will be most welcome at Chasewater this summer – if in doubt, please ask for details at the booking office.

Locomotive News

No.4 Asbestos – This loco finally passed its hydraulic test in March, and is now being re-assembled ready for steam testing.  A repaint is also being carried out so that the loco will re-enter service in green livery later in the year.

No.5 Sentinel – This loco has passed its annual visual boiler examination and was back in service on 11th April to work a special train for the Industrial Railway Society.  Trouble was again experienced with rust from the inside of the superheater coil being drawn up through the regulator box and blocking the steam supply to the Weir pump, steam brake and blower.  It is hoped that this will not become a regular occurrence otherwise our train service may suffer badly.

No.2 Lion – Progress on this loco has continued slowly, but following the recent delivery of the last of the long awaited new washout plugs the hydraulic test can now be carried out.  All of the copper pipe needed to replace that stolen a number of years ago has now been acquired and will shortly be bent and fitted.

S100 – The first of six pairs of axlebox hornguides have now been re-ground to a highly accurate mirror-like finish.  Work on the other five pairs is continuing.

Fowler – This loco has remained in service as our only working diesel, carrying out all shunting and works train duties.

DL7 – This loco has remained out of service with its engine partially stripped awaiting refurbishment of the cylinder heads.

No.21 Diesel – This loco has now been moved into the shed where work has continued on its restoration.  One major problem appears to be the radiator matrix which has rotted through and will require replacement.

Smith Rodley Crane – This was recently used to remove the saddle tank from Asbestos but has otherwise remained idle.

The E1 – B.J.Bull

E1  0-6-0T 110 leaves Mendip Vale for Cranmore  4/6/95. – John Chalcroft

When the former LBSCR loco was sold to three members of the East Somerset Railway and left Chasewater in 1978 for pastures new at Cranmore, it was agreed that we should receive regular updates on its restoration.

Following extensive (and expensive) repairs to just about every component part, the loco first steamed at Cranmore in July 1990.  This was a steam test minus tanks and a resultant fusible plug leak saw the fire dropped in order to affect repairs and try again another day.  Subsequent steam tests have found out other irritating problems – leaking pipework, regulator blowing past and so on.

The latest position gleaned from a phone conversation with the East Somerset Railway’s Barry Buckfield on 31st December, 1991 is that both tanks have been fitted, as has lagging and cladding, however a troublesome fusible plug has to be replaced, and valve setting is still to be carried out.  Sometime during 1992 the E1 will move under its own power for the first time in twenty nine years.

At one time it had been intended to restore the loco as British Railways 32110 in black livery which, of course, it never carried as it was sold by the Southern Railway to the Cannock and Rugeley Colliery Company in 1926.  The loco, it has now been decided, will be restored to traffic in Stroudley’s improved  engine green, although it will not carry the name ‘Burgundy’ associated with it during most of its LBSCR days.E1 Brian Rands1996

Once remaining work has been completed and running-in trials have taken place, the hundred and fifteen year-old will join that rare group of working centenarians in railway preservation.

Sisters, Sisters – P.Aldridge

While much of our collection at Chasewater is unique, some locomotives and carriages are similar to others preserved elsewhere.  Readers may be interested to know what is happening to these vehicles, and so here is a brief résumé –S100’s sister is at the Yorkshire Dales (sorry, Embsay Steam) Railway, and has sat derelict for many years, but during 1991 work started.  The loco, ‘140’, has been stripped down to its individual components, and with a large work force and plenty of money, progress is quite rapid.  New tanks, bunker and cab have now been built and the horn guides are being ground to something like the proper shape.  It is quite likely that ‘140’ will run again in 1994.H C 140 Embsay Charles Adams

Also at the YDR is ‘Annie’, a Peckett identical to our No.917.  This loco was in a very similar condition to ours, with a rotten tank and problems with the smokebox tubeplate.  Once again, this engine is likely to run in the next two years but it is difficult to see what use such a small engine would be at Embsay.  Perhaps we could borrow it!‘Annie’ Peckett 0-4-0ST – Pic, Simon Gott

Our long-suffering Gloucester DMU trailer is rapidly becoming an endangered species, as the West Somerset Railway have given up with its sister and sent it for scrap.  When DMUs were first preserved in the late sixties many enthusiasts complained, arguing that such vehicles were too commonplace to warrant preservation.  Now enthusiasts are complaining that the lines are disposing of these coaches.  (Being cynical, I expect they are the self-same people!)  It certainly proves that, as the old saying goes, nostalgia ain’t what it used to be!

Gloucester DMU and Cravens DMU in early morning sun at Bishops Lydeard, West Somerset Railway, on 21 April 1987 – Photo by Stephen Edge

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144 – Chasewater Railway Museum Bits & Pieces – From Chasewater News December 1991 – Part 3

Posted on April 26, 2023 by | Leave a comment

The Museum will be open on Sunday and Monday for the next two weekends –

April 30th and May 1st, and May 7th and 8th 2023

144 – Chasewater Railway Museum Bits & Pieces – From Chasewater News December 1991 – Part 3

General News from the Line

Bric a Brac Stall – The stall is still running and making money for the railway.  Suitable items are always needed to maintain the stock, so if you can help please bring your donations to Brownhills West Station.

Station Buffet – The new buffet is still a great success, to the extent that Walsall Council would now like us to apply for planning permission for it.  The CLR Company will no doubt point out that this is a temporary building which we intend to dismantle as soon as we have made a fortune out of feeding the construction workers on the new M6 Toll motorway which will be built around it at some time in the future!Advertising – This year the railway has benefited from a bit of extra advertising.  The photos show the electronic scoreboard at Walsall FC’s Bescot Stadium.  One of our members, Dave Bathurst, has access to the control panel of this machine and regularly manages to advertise our events on the day before they happen.  Ours could well be the only preserved railway in the country to benefit in this way!!

Steve Organ has also been busy publicising the railway by being interviewed on local radio just before the October Transport Rally.  With this sort of coverage, our events can only become better attended, with the resultant upturn in CLR finances.

The New Platform – Arthur Edwards

The delivery of the new platform has been on the books at Chasewater since January, but through illness and the like had to be put off until September 28th, which was a Saturday.

So there I was going towards Frank Harvey’s house at 5.30 in the morning to be at the SVR at around 7.15am.  Frank picked me up at 5.40am and off we went towards Guymer’s to pick up a trailer and two drivers, Bullet and Ken.

After a cup of coffee we set off.  Bullet and Ken took the two trailers which had been loaded the previous day back to the CLR, whilst Frank and I waited for the SVR crane driver to appear.  We also had Frank’s son Francis and daughter Ruth with us, and while we waited, Flying Scotsman rolled in.  Frank and Francis got on the footplate to have a gander while Scotsman watered up and saw City of Truro which was also there.

The SVR crane driver was a policeman on night shift, so it was only fair that he had some sleep before he came.  It took some 2½ hours to load up, and in the meantime down came the rain.  By the time we were loaded we were both soaked to the skin.

We finally arrived back on CLR territory at 6.55pm to the welcome sight of the mobile crane waiting for us.

I though it wise to include a credit list of those who helped us, so here goes:  Paul Whittaker, his son Kane, and brother-in-law Barry, who was the instigator in us getting a Hy-Ab.  Credit must also go to our own lorry driver, Frank Harvey, who borrowed the original Hy-Ab from a workmate.

Thanks must go to Guymer’s Transport, especially their manager, Mr.S.Ashton, for whose help we are most indebted.

Finally to everyone who helped, even in the pouring rain and to Dave Borthwick for a lift home.

After following the ‘New Platform Saga’ for a number of magazines, and searching for pictures of it, sadly I found that it was never erected at Chasewater.  I am not sure what happened to it but one theory is that it ended up at Titley Junction.

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143 Chasewater Railway Museum Bits and Pieces

Posted on April 17, 2023 by | Leave a comment

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

Permanent Way News

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

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

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

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

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

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

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

Carriage & Wagon News

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

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

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

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

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

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

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

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

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

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

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

More on the Midland Railway Four-Wheel Passenger Brake

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

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

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

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

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

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

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

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

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

·        Removal of the vacuum brake,

·        Addition of extra roof-lights,

·        Fitting of end doors,

·        Fitting of a central partition,

·        Toilet and washroom facilities added,

·        Cashier’s pay-out window added,

·        Re-positioning of stove and stack.

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

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

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

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

D.Whittle

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142 – Chasewater Railway Museum Bits and Pieces

Posted on April 12, 2023 by | Leave a comment

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

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

Editorial – Nigel Canning

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

Locomotive News – Including extensive news about Asbestos

Asbestos leaves Brownhills West propelling the Gloucester trailer.

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

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

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

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

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

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

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

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

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

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

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

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

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

 No.21 in the Heritage Centre at Chasewater,  2011

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

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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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