As the running season gradually winds down, the working members can look forward to another winter of further extension work and getting on top of the ongoing maintenance. As the number of working members has increased, the overall appearance of the railway has improved.
A large new sign on the A5 entrance to the park means that a large number of the general public have visited the railway for the first time, with the usual comment ;I only live up the road but I never knew you existed’. This in conjunction with a board at the entrance to the park advertising our excellent buffet service as well as train rides seems to have brought more people up to the top end of the park instead of them staying by the swings and slides. The overall reaction from the first time general public visiting us is very favourable, which can only reflect on the working members generally.
The vacant position of Publicity Officer has been filled by Kim Wilkins and she has made a start on getting the running dates published in the railway press. This is probably one of the most unglamorous jobs on the railway with a lot of effort going in for what can seem like very little reward. I would like to thank the previous holder of this post, Keith Day, for all the effort that he put into the job when he was doing it.
On the subject of members, as of the date of this magazine, we currently have the largest number of members in the Railway’s history with nearly 150 magazines going to different households, and this translates to approximately 250 current members.
Thursday 12th October saw the running of a special service train to Norton Lakeside Station for the planting of a Silver Birch tree in memory of Geoff Young, whose funeral took place the previous Friday at Sutton Coldfield Crematorium. A good proportion of working members attended as well as members of Geoff’s family for an oration and prayers. Geoff’s wife Brenda scattered Geoff’s ashes across the causeway. I’m sure that I speak for all the members of the Chasewater Railway in giving Brenda our deepest condolences at her loss.
Chris Chivers.
Loco Shed News
With the running season nearly over, the mainstay of the steam services have been carried out by No.4 Asbestos. The coal from Hatfield Colliery has proved to be a good British alternative to the Russian coal purchased in the past. The small size of the coal which was brought in as it was primarily to be used in the boiler of the Sentinel, and any further purchases will be made in a size to accommodate both the larger grates of Asbestos and any further restored locomotives.
The loco shed has also had installed an oil fired heater and ducting and this should provide a warmer environment during the winter months.
Steam Locomotives
No.4 Asbestos – With the coal problem sorted out, Asbestos has performed well during the season. Several new firebars have been purchased to replace a number of banana-shaped ones and several of the tubes have been replaced over the season. One of the springs has been mended and the pressure gauge has been re-calibrated and certified.
No.5 Sentinel – The repairs to the Sentinel have been progressing at a steady pace with the damaged area cleaned out and the front casting being inspected to find out the easiest way to mend the front casting of the locomotive. The front drive sprockets have been straightened out and the broken links of the drive chain have been de-greased. The rest of the drive chain has also been cleaned up in readiness to be re-assembled.
No.11 Alfred Paget – Work is continuing at a steady pace on the restoration of this locomotive and the fund raising efforts of the group are doing well. The boiler has now received a coat of primer to prevent any further rusting. The badly rusted base of the front boiler that sits on the steam chest has been cut away and a new piece of metal has been curved and welded into place. Various fitting studs on the firebox have been removed and the facings have been cleaned up and given a liberal coating of grease.
S100 – Work is still progressing at the usual rate, slow but steady, and Tony Sale is gradually putting more and more bits back onto the frames. It is still hoped to have S100 back on its wheels in the no too distant future.
Diesel Locomotives
Fowler diesel hydraulic No.422015 – The Fowler has had a number of outings this year on passenger workings. It continues to receive minor attention during the season and has held up well. Sooner or later the Fowler will need a major overhaul to cure the problem of ‘clag’ that is chucked out while running.
Fowler diesel mechanical No.410013 – A final coat of paint has been applied to the locomotive and the front cover panels have been replaced. The engine still needs some attention as well as the drive shaft. There is still no final date on when this loco can be returned to traffic.
L & Y No.1 – Work is still continuing on finishing the rebuild of the engine with further parts being obtained from our friends at Dormans. As soon as the body can be removed from the bay platform road then it can be shot-blasted and painted. The buffers have been removed to the shed where they have been stripped down and the springs cleaned and oiled. As they have been rebuilt they have been painted, waiting to be re-united with the chassis. Most of the brake gear has also been removed from the body to be cleaned and re-assembled.
No.21 – The first attempts to run the engine have met with mixed results. The problem seems to be with the timing chain set in the wrong position. This is being rectified but it could mean a new head gasket being required for part of the engine.
DMU Set – Cars 51412 and 51370 have now been reunited. They are currently having the roof painted light grey and the body is being painted green, the handles white and small yellow warning panels fro the front and rear driver’s cabs. The rotten portions of the bodies are being replaced as well as the route indicator being converted to four digit route indicator, before work starts on the interiors. Car 51412 is also receiving attention to the motors and control circuits.
Ruston Hornsby DM48 – The latest addition to the Chasewater diesel fleet has now had the body stripped down to allow access to the engine. A start has been made on locating a new cylinder head and various other parts.
‘Stafford’ 0-6-0 ST Hudswell Clark 319-1889 Bought from T.W.Wood, Dealer, in 1915. Still at West Cannock Colliery, Hednesford 1957, since scrapped.
NB The Museum is not open to the public on June 23rd 2024
189 – Chasewater Railway Museum Bits & Pieces
From Chasewater News – Spring 1996 – Part 2
From the Board Room – David Bathurst – Chairman
Norton Lakeside Station Opening
After a couple of false dawns, the Railway has at last achieved its most significant ambition. We now have two ‘proper’ stations.
We can now advertise our operations on an entirely different basis, way beyond that of a mere leisure railway. Furthermore, in taxation terms, we are now recognised as a passenger railway. Our passengers can now be offered the additional option of convenience travel to the NorthShore, where vehicle cannot (or at least should not) interrupt their peaceful enjoyment of the area.
It was heart-stirring to see so many friends and guests at Brownhills West for the official opening ceremony on Saturday 16th December 1995. What was equally gratifying was the sight of ‘Asbestos’ at the front of the train, after a period of remedial works. Well done indeed to the volunteers who ensured that this locomotive was ready in time. The ‘Norton Collier’ headboard, manufactured specially for the occasion, added to the significance of the day.
With the train virtually full, departure was just after the advertised time of 11.00am, with Nigel Canning and Les Emery specially rostered together on the footplate for the event.
A leisurely rate down the line afforded some of our less regular supporters and guests the first view of the substantial works which have been necessary to reinstate the Causeway. Entrance into Norton Lakeside Station was accompanied by the sound of exploding detonators. The modest facilities of the new station belie both the cost and effort which has gone into providing this three coach platform. Despite the intensely cold and windy conditions (to which our members have become accustomed over many months), the Chairman of Lichfield District Council, Councillor John Walker, carried out a short opening ceremony before the photographers were let loose. To enable the photographers travelling on the train to capture the occasion, the train made a second ceremonial entrance across the Causeway into the new station. Some of the resulting pictures duly found their way into the local press.
Following the return journey, the Railway’s working members and official guests, including a number of Lichfield DC Members, enjoyed a buffet lunch, during which further formalities were completed. The return journey saw Councillor John Walker at the controls of ‘Asbestos’, although this fact was kept from his Council colleagues who may have preferred to find other transport back home!
Councillor Walker clearly enjoyed the day, and his letter to me after the event is reproduced for the information of members. To ensure that members do not start wondering whether they have failed to notice a new electrification scheme, it should be mentioned that Councillor Walker’s previous footplate experience involved a diesel-electric, rather than an outright electric locomotive!
To mark the occasion, the Railway commissioned special brass tickets which are capable of adaptation as key fobs. Previous editions of ‘Chasewater News’ have included articles on the causeway and construction of Norton Lakeside Station, and this article does not set out to repeat the story. Nor would it be appropriate to single out any individual members in respect of work undertaken either on the construction work or the official opening arrangements.
The events of 16th December 1995 are a testimony to all the Railway’s working members, whether they be regular or occasional visitors. The achievements celebrated on that important day demonstrate just what can be done by our membership and serve as an incentive for the further expansion of the Railway.
To everyone concerned: Congratulations and Well Done.
Councillor Walker’s Letter
Dear CLR members,
Can I convey my congratulations to all Chasewater Railway members for the excellent morning of 16th December 1995 on the occasion of the official opening of the new station at Norton Lakeside. Despite the bitterly cold weather Sandra and I enjoyed it tremendously and it was a particular highlight for me to undertake the return journey on the footplate. It brought back memories for me when in 1982 I drove an electric express train from Derby to Sheffield but you can’t beat steam, can you?
Here’s hoping that your organisation will go from strength to strength and that we as a Council will have co-operation now and in the future. Please convey my best wishes to all those at Chasewater and here’s wishing you all the best in 1996.
Yours sincerely,
Cllr. John Walker
Chairman of Council
Lichfield District Council
Lichfield District Council Plan
Members will recall from a previous edition of ‘Chasewater News’ that the Railway has objected to the Lichfield District Local Plan, insofar as – unlike the Walsall MBC Unitary Development Plan – it makes no reference to the Railway in context of ChasewaterPark.
The Railway was represented by the General Manager and myself (Steve Organ and David Bathurst) at the Public Local Enquiry on Thursday 25th January 1996, during which we sought to justify our objection during a session lasting some two and a quarter hours. The District Plan is fundamentally concerned with land use issues and we shall see, in due course, whether the Inspector is persuaded that the extent of our operations within ChasewaterPark is sufficient to merit an individual reference in the approved District Plan.
The Lichfield DC representative confirmed that he recognised that the Railway ‘had a place’ on the North Shore (thereby dispelling doubts previously expressed regarding our track relaying to the extent of our lease) and that the Council fully accepted that the Railway enjoys planning permission for its operations on the North Shore. The Council’s argument, based on their view of planning law, was that the Railway’s future development should be controlled by planning advice, and that a separate reference to the Railway in the District Plan is accordingly unnecessary. We do not agree; we are seeking a far more positive commitment from the Council, hence our objection.
Working Members’ Meeting
A further working members’ meeting was held at the Pear Tree public house on Wednesday 10th January 1996, with an encouraging number of working members present. Again, members had the opportunity of raising any matters of interest. Perhaps the item which attracted most discussion was concerned with locomotive restoration, particularly as ‘Asbestos’ loses its boiler certificate during 1996.
In addition to formal meetings, there was a general view that more social events should be held locally, including slide-shows, talks, etc.
Some of our members have a massive bank of photographic and other materials which might be shared with other members ‘over a pint’.
Great British Passenger Timetable
Members who have access to the Great Britain (All Lines) Passenger Timetable will be aware of the section on Private Railways. Although this section includes information on the ‘First Division’ private railways it appears to me that the publishers might be sympathetic to include Chasewater Railway, particularly in view of the opening of Norton Lakeside Station.
I am delighted to be able to report that following appropriate negotiations, Railtrack have agreed to include a short entry in the June 1996 Timetable – and thereafter in future editions. I don’t know how many purchasers actually read and absorb the section on Private Railways, but two things are certain; our status as a passenger railway has been acknowledged by Railtrack, and our existence will come to the notice of an extremely large and diverse number of readers.
P Way News – Arthur Edwards
The start of the New Year has seen some of the regular winter jobs being taken in hand. With several of the Sundays in January being a total washout due to the terrible weather, trying to dig ground frozen solid in winds with a wind-chill factor of minus (i.e. brass monkey weather) is no fun at all. The shed compound has been receiving some attention in the form of a tidy up, with special attention being paid to clearing the overgrowing vegetation from the fence behind the platform. The cab of 917 was moved farther back and all the rubbish, old rotten timber and some split sleepers were burnt. During the tidy up several parts from S100 came to light under the ferns and debris, and also as part of the clearance all loose scrap has been gathered together and a reliable scrap merchant has been asked to collect it. One of the activities which Tom and myself also got round to doing was to tidy up the loose sleepers lying around, which is not an easy job at this time of year. Wet sleepers are at least double the weight of dry ones.
The double-decker bus which has been on site for a while has now been taken to pastures new, so giving us more ground space so that we can ready the site for the future installation of new sidings. The provision of extra space for stock is now becoming as increasing problem as the activities of the Railway continue to grow.
The usual battle with the fence cutters will be joined in earnest within the next few weeks in the run up to the start of the running season. Parts of the hedge planted last year by the Forest of Mercia group are starting to grow, and with a bit of time should start acting as a deterrent to the local idiots who think it is a good idea to chop down fences.
The P. Way gang meet every Sunday at Brownhills West Station from 10.ooam onward. Come and join us!!
on the first train to arrive at Chasewater Heaths 27-5-2024
188 – Chasewater Railway Museum Bits & Pieces
From Chasewater News – Spring 1996 – Part 1
Editorial – Chris Chivers
On December 16th 1995 a long-awaited dream of the Railway became a reality; the official opening of Norton Lakeside Station took place. The Chasewater Railway can at long last run from Station A to Station B. With the possibility of further track donations the Railway will be able to run over the entire length of the land which it currently leases. Hopefully, further parts of the original track bed can be obtained and the line extended first to Church Street and then to Anglesey Wharf. Great strides have been made over the past number of years to upgrade the Railway, and we have now moved into the middle rankings of railway societies in this country. We are no longer an occasional weekend steaming preservation society but we can now offer a regular Sunday service during the running season to passengers who wish to travel to the north shore of Chasewater.
1996 I’m sure will be a year of consolidation for the Railway, and in this, my tenth year as a member of the CLR, I have seen a lot of progress along with the occasional cock-up at Chasewater. When I first came to the Society the feeling amongst the membership at the time was one of ‘the Railway is run as our hobby and for our amusement only’. (Going through the magazines from day 1 I never got that impression – a great deal of work has been done over the years by a group of not too many people – a large debt of gratitude is owed to all of them!) This has changed over the years to a more business-like attitude, so fuelling the growth of the Railway. It will be interesting to see what happens in the next ten years.
Loco Shed News
Work is continuing at a steady rate on all the locomotive restoration projects, with some work being done to stop any further deterioration on several of the Company’s engines. Unfortunately the 16th December did not see a double-headed steam train on Chasewater metals, but it could happen in the near future.
Steam Locomotives
No.4 Asbestos – Asbestos returned to traffic in time for the Santa Specials after the refitting of part of the main steam pipe. The amount of maintenance carried out on the locomotive will now be cut back to a minimum as Asbestos’ boiler ticket is due to expire this year and a major overhaul will be required. All being well there should be sufficient funds to have the boiler sent away if need be, so reducing the overall time needed to be spent in the works.
No.5 Sentinel – The Sentinel has now been steam tested and should be returned to traffic within the next few weeks. After the initial steam test several minor adjustments were required to the steam brake, along with the tightening of a number of glands. All the minor adjustments should be done to Nigel’s satisfaction within the next few weeks.
No.11 Alfred Paget – No.11 has been moved from the top compound to the shed road where its boiler tubes are being removed. The operation is taking some brute force to move them due to the number of years that they have been in place. This is due to the length of time that Alfred Paget has been standing idle allowing the tubes to ‘flake up’ and rust in solid. Once the tubes have been removed a thorough inspection of the boiler can take place, with the long term view to bring another Company vehicle back into traffic. Most of the initial work is being carried out by Paul Whittaker who would be grateful for any additional assistance.
917 – Dave Borthwick has started to carry out some remedial work on the rolling chassis of 017 including repainting, so as to stop the weather taking its toll of the metal work. Another job for the near future will be to remove the tubes from 917’s boiler so allowing the boiler inspector to have a look at both 917 and Alfred Paget at the same time. Also it has been suggested that 917 could be called ‘Brightson’ (yuk!) as it originally came from Albright and Wilson at Oldbury.
Hudswell Clarke (431) – The fund (?) set up for this locomotive has now reached a reasonably modest amount and there is now some talk of making a start on the restoration of the only other 0-6-0 locomotive at Chasewater. After its coat of paint last year there has been very little further deterioration to the metalwork on this engine.S100 on arrival
14-11-2010
S100 – Work continues at a steady pace on restoring S100, and the work on the valve chest has now just about been completed. Within the past few weeks the connecting rods through the frames for the eccentrics have been connected and the holding taper wedges have been put into place. Tony Sale is now starting to sort out the axle boxes with a view to re-wheeling the frames during the summer.
Going through these magazines covering many years, and typing this in 2012 it can get rather depressing. This particular magazine was first published in 1996 and in the 16 years since none of the last four locos have steamed. No.11 Alfred Paget steamed here many years ago. Neither the Peckett No.917, the Hudswell Clarke No.431 nor the Hudswell Clarke S100 have ever steamed at Chasewater Railway.
Diesel Locomotives
Fowler diesel mechanical No.410013 – The ‘baby’ Fowler has started to receive a coat of paint and one side now looks quite respectable. Work is continuing on the locomotive but due to the weather it is in fits and starts.
Fowler diesel hydraulic No.422015 – The three injector pipes which were broken before Christmas 1995 have now been replaced, and with a few other minor jobs being completed the ‘Black Fowler’ is now back in operation.
L&Y No.1 – Most of No.1’s engine is now back together with the second cylinder head back in place. Some work has been done on the clutch as well as the brake mechanism and sand boxes being removed from the chassis. As soon as the main body of the locomotive has been lifted out of the bay siding work can continue on finishing the restoration of No.1.
No.21 – as with No.1 most of the engine has now been put back together and attention has been turned to the cooling system. Jonathan Clegg is investigating the possibility of uncovering a new radiator core similar to the original, or if not possible, the use of a new radiator supplied by Nigel Canning, which would take some modification to fit in No.21’s chassis.
DMU Set – The two coaches which comprise the DMU set have been receiving attention to the mechanicals. Routine maintenance has been carried out where possible due to the atrocious weather, and both coaches should receive an internal clean out before the start of the running season.
This is a picture of the staff at Chasewater Heaths Station 2010, give or take a few! We’ve only managed to name of couple of them – Nick Fletcher and Mike Hurley. Can you help with any more names please? Su Westley found the pic in the CWH station and would like to know. Nice frame!!
Running round at Chasewater Church Street, 15-5-2010 as ‘Linda’
‘Alfred Paget’ 0-4-2ST Beyer Peacock 244-1861 Cannock Chase Colliery Company
187 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Autumn & Winter 1995 – Part 4
Did you ever wonder where the track came from?
Here a couple of examples….
British Oxygen Company, Wolverhampton – Rob Duffill
Anyone who travels from Birmingham to Wolverhampton by train should look out to the left shortly before Wolverhampton station. There is still in use for steel traffic, the old canal interchange sidings and included is the canal/rail interchange building which is still standing. Until fairly recently also coming out of the site were several other sidings which have been lifted by BR. I noticed, while I had a brief view from a slowly passing train, that the line continued past the fence into the undergrowth and the British Oxygen Works at Wolverhampton. I mentioned it to David Bathurst who agreed to contact their Works manager to inquire if it was available. Fortunately David was able to get me an appointment to view the site. I duly turned up a few days later and was courteously received by the Works manager himself.
The track had been out of use for three to four years but had only been relayed in the 1970s to cope with heavy wagons and BR diesels. The track still in situ was from their boundary with BR into the works, a total of approximately 160 yards and a set of points, all in excellent condition. Unfortunately there was also approximately 300 yards of double siding set in concrete which it would be virtually impossible to remove. After describing Chasewater and our long term aims and also our lack of cash, I very nearly fell through the floor when I was told ‘you can have it if you want it’. It was as simple as that!
We’ve tried various approaches to acquire more track over the years and the simple direct approach seems to work best. If you ask for what you want you can only be told ‘no’, or you get it!
Hopefully we can lift and transport it in the autumn, after the running season, sorry lads more work for you to dismantle it, transport it and rebuild it again at Chasewater. I was also given a tour of their site, which was very interesting, for example, they used to supply many large Black Country factories using their own trunk pipe lines which went quite a distance from their production site. With the closure of so many factories the system was slowly cut back and finally taken out of use, hence the lack of rail traffic.
The Railway has more friends out there than it often thinks, we ought to ask for help more often with practical problems. Dorman’s springs to mind as an example of help.
Many thanks to British Oxygen and I hope that the reinstatement of the track will prove a boost to our running line.
Chasewater and Four Ashes – David Bathurst
It is probably unnecessary to describe in much detail the connection between the Railway and Four Ashes, Staffordshire. Suffice it to say that through the good offices of our colleague, Jim Bates, the Railway inherited the redundant track from Synthetic Chemicals – who offered a wonderful measure of co-operation in relation to its removal.
What is less certain, however, is whether many Chasewater members even knew of the existence of this modest industrial railway network before the track donation was made.
I rather suspect that even fewer members actually visited the network, but I am able to record, with some satisfaction, that I participated in a visit organised by the Branch Line Society on 17th February, 1981.
At that time, the site was owned by Croda Chemicals, who provided every facility to the BLS to travel (as is customary) over every last available inch of line, utilizing the famous fireless 0-4-0. I cannot recall in detail the precise arrangements of the visit, but I have managed to locate a series of slides which I took on the occasion. Unfortunately, some of them will not reproduce satisfactorily for The Chasewater News, but I hope that the Hon Editor (What’s with the Honorary, David?????) (I wondered about that too!!! cws) will be able to make something of the remainder.
What is evident from the slides is that the track was certainly maintained in good condition, and really it was quite a neat little layout. Others will be able to provide details of the Fireless locomotive whose small cab was hard pressed to accommodate the size (both in numbers and in girth) of the BLS party.
Once again the Editor has done his best with the print-from-slides; I shall be offering them to Jim Bates as a reminder of times gone by.
‘Alfred Paget’ 0-4-2ST Beyer Peacock 244-1861 Cannock Chase Colliery Company
No.7 Wimblebury 0-6-0ST Hunslet 3839-1956 Cannock and Rugeley Collieries
186 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Autumn & Winter 1995 – Part 3
Loco Shed News
With the overhaul of the Sentinel nearing completion and the repairs to Asbestos well in hand, it is possible that the opening of Norton Lakeside Station on the 16th December could be another first with the special train being double-headed, which as far as I know has never been done at Chasewater before. The work that has been done in the engine shed over the past few months has been incredible, and many thanks to Nigel Canning, Les Emery, Tony Sale and all the other willing hands that have helped.
Steam Locomotives
No.4 Asbestos – The casting for the main steam pipe was delivered during the second week in November. After heat treating to reduce the stress on the casting it was machined courtesy of Tony Sale and the first trial fitting was on the 19th November. A few minor adjustments were required but this has now been rectified and the casting fitted. This should keep Asbestos running over the Christmas period and into the start of the new season.
No.5 Sentinel – The Sentinel has just about completed its long overhaul and is due for its test steaming at the end of November/beginning of December. Hopefully this should be accomplished without any problems, and all credit to Nigel Canning for the first class job that he has done on his locomotive. With the work completed on the Sentinel this should give us two steam locomotives in traffic.
S100 – Work continues on putting S100 back together again. Two of the valve springs have had to be remade after a gap was found between the valve and the cylinder on one side. One of the brake hangers has been dismantled, then cleaned and primed. The work continues towards the completion of the chassis ready to receive its wheels.
Diesel Locomotives
Fowler diesel mechanical No.410013 – Further cosmetic work is being done to this locomotive to protect it from the winter weather and work will recommence on this locomotive after several other projects are finished. The diesel still remains nominally serviceable.
Fowler diesel hydraulic No.422015 – The ‘Black Fowler’ remains temporarily out of service due to the breaking of three of its injector pipes whilst on works train duties. The repairs to the pipes should be completed shortly and it should be back in service for Christmas and the start of the New Year.
L&Y No.1 – No.1 is well on the way to being put back together. Work is proceeding on the engine with one of the two cylinder blocks now fully finished, and work is rapidly continuing on the second. All being well the engine should be finished shortly after Christmas. The next job on the agenda is to crane out the chassis and wheels, clean and paint them. If all goes well No.1 could be running again by the end of 1996. (See post No.183).
No.21 – The engine of No.21 is going back together at a slow but steady rate. The second cylinder block has been replaced and the manifolds are being put back on. Most of the basic repairs to the engine are now complete. The next items on the agenda are the cooling system and the electrical systems. This locomotive could also be finished by the end of 1996 with a bit of luck.
P.Way News
Blood, Sweat and Tears – Arthur Edwards
Most of the past several months have been taken up, in between the service trains running, with getting the track ready for the Inspector’s visit in September and again in October. The ‘Blood, Sweat and Tears’ of the new extension has lived up to its name.
Blood – Because during the completion of the Causeway many a finger has been caught whilst either rolling in rail or keying up the track, so drawing blood.
Sweat – Of which a lot has flowed during the summer months, as it was one of the hottest few weeks on record, and for those who have done it, P.Way is hot and heavy work. (Is it not, Tom?)
Tears – When things have gone wrong, and believe me they have, such as when Lakeside Station was nearing completion and we ran out of bricks to finish the platform, due to vandals knocking off the laid bricks and throwing them in the lake. Then after the Inspector had been it was found that the rail was too close to the platform edge so that the clearances had to be altered by one or two inches, taking a dozen blokes to do it over a weekend. (My back still remembers it. Ed.)
In the end I received a phone call at about 5.20pm on the 25th October with the news that the extension had been passed for passenger traffic and we could now run into Norton Lakeside Station, which was very good news indeed. I have only one request – could the P.Way lads get their breath back before we get any more track in to extend the running line, please!!
From Chasewater News Autumn & Winter 1995 – Part 2
Working Members’ Meeting – David Bathurst
27th September 1995
At the 1995 AGM, members expressed a wish to hold occasional meetings with board members to discuss a wide range of topics associated with the running and management of the Railway. The second such meeting was held on 27th September 1995 when an encouraging number of members attended at Brownhills West Station.
For the benefit of working members who were unable to attend, the following is a brief summary of the principle matters which were discussed.
HMRI Visit
The HMRI had visited the Railway on Friday 22nd September 1995 and the outcome of the inspection was announced. (See post No.184) The Railway Inspector’s request for the platform surface at Norton Lakeside to be improved has already been attended to.
Timetable for 1996
Once Norton Lakeside Station is open to public traffic, anew timetable will be introduced. Services will depart at 45 minute intervals with a short lay-over at Norton Lakeside.
Condition of Steam Locomotives
It was noted that the 10 year boiler certificates for #Asbestos’ will expire in July 1996. The Board will be discussing, at an early meeting, the implications in the light of the current requirements of the Boiler Inspector.
Maintenance of Operational Rolling Stock.
Reference was made to the lack of resources to carry out the full and proper maintenance of the operational rolling stock although it was accepted that there is a need to strike a balance, taking account of the standards which are achievable having regard to resources available.
Platform adjacent to the Locomotive Shed
Some, albeit minimal, works have been carried out on the platform. Subject to appropriate supervision, there was no objection to more substantial works being carried out by a CS team.
Contents of Locomotive Shed
It was felt that a number of privately owned locomotive parts could be removed from the locomotive shed into storage elsewhere.
Heads of Departments, Etc.
The Board was in the process of inviting individual working members to accept responsibilities in particular fields, but wished to ensure that the working members were involved in the process. During lengthy discussions, a number of suggestions were made as to the filling of various posts and which will now be considered at the first available meeting of the Board.
In relation to the appointment of a press and publicity officer, it was suggested that contact be made with a local college with regard to the involvement of a student undertaking a media-related project.
What are we trying to achieve?
At a recent meeting of the Board, the question was raised as to the Railway’s sense of direction and raison d’être. Although we promote ourselves as ‘The Colliery Line’ we do little to substantiate the claim in this respect. Do we wish to become a miniature Severn valley Railway? How much use should be made of diesel locomotives and DMUs? Is there merit in expanding the use of brake vans for passenger traffic? What image do we wish to project?
It was agreed to include this matter for the agenda for the next working members’ meeting for a full and open discussion.
First Aid
It was agreed that more members should be encouraged to undergo training in basic first aid. One of the appendices to the proposed rule book is to include the names of persons with first aid qualifications. It was also accepted that there should be a St. John’s Ambulance Brigade presence at rallies.
Fire Extinguishers
Concern was expressed regarding the condition of the fire extinguishers at Brownhills West and it was confirmed that new charges were awaiting delivery. The matter was of sufficient gravity that it was accepted without dissent that any member found misusing fire extinguishers would have their membership of the Railway withdrawn and might be subject to prosecution.
Further Working Members’ Meetings
The members expressed the wish for a further meeting to be held on a similar basis later in the year or early in the New Year. This meeting will be held at the Pear Tree Public House on Wednesday January 10th 1996 at 7.30pm.
Engine Shed 1992
HMRI Inspection – David Bathurst
Results
Results of the first inspection (22-9-1995) in post No.184.
The following subsequent inspection by HM Inspecting Officer of Railways, Mr. Colin Law, was carried out on 25th October 1995.
The outstanding matters which needed to be attended to following the earlier inspection were all completed in good time except that some vandalism on the evening prior to the inspection meant that an amount of last-minute fence re-wiring had to be done. Our grateful thanks go to the members who helped out in repairing the damage.
The outcome of the inspection was that Norton Lakeside Station meets the necessary standards and is accordingly approved for passenger use with immediate effect. The only matter which concerns Mr.Law was in relation to the structural integrity of Great Crane Brook Bridge, where the track had to be slewed off-centre to gain the necessary track clearance into the station. There is no problem in the use of the DMUs, but the short wheel-base and axle loading of our locomotives, both steam and diesel means that they cannot be used on public passenger services until the integrity if the bridge structure has been established.
So, we are now in a position to operate a ‘proper’ passenger service between two ‘proper’ stations, thereby fulfilling the ambitions of members who have been associated with the Railway much longer than me. The importance of this achievement cannot be understated and will form the subject of an article in a later ‘Chasewater News’.
The official opening will take place on Saturday 16th December 1995 and all members will receive (or perhaps have already received) a separate notification of the event. For the public, the first passenger trains will operate in the form of Santa Specials, on Sundays 17th and 24th December 1995.
Below – Colin McAndrew leaving Brownhills West.
Below – Holly Bank leaving Brownhills West, Easter 2015.
Loco ‘Griffin’ Kitson 0-6-0ST 5036-1913, acquired new, transferred to Walsall Wood Colliery by NCB 1953 – still there in 1957 – since scrapped.
184 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Autumn & Winter 1995 – Part 1
From the Editorial
With the 1995 running season now over, the Railway can now turn its attention to the more down-to-earth maintenance tasks that have been deferred until now. It has been without doubt one of the most difficult periods for the Society as a whole but as most of the major projects are now well on the way to being completed we can look forward to a year of being able to catch our breath before we continue with the further expansion of the railway.
Already the top compound has had its fence realigned by the buffet block so giving more room to get at the LNWR 50 ft brake coach and the other side of No.1. ‘Portacabin City’ is finally being finished off and hopefully should be ready for the new season next year. One of the final jobs to be done to the Portacabin units will be the transfer of the shop from the booking office to the end section of the main Portacabin. This will only be done when the whole block has been finished and security measures are in place. The current booking office/shop can then be turned back into an office/booking office again.
Already provisional dates for the 1996 running season have been looked at and now that we have done our first year of running every Sunday from Easter to October I personally feel that it should be kept up, with the deletion of the odd days that were planned for this year, so that the public can get used to our new schedule without having to think whether the Sunday is a running day or not. I realise that this means a lot of dedication by the working members, but with some of the new training taking effect it should hopefully give more breaks, especially to the steam locomotive train crews.
The new Rule Book should be out in the not too distant future as it is going through the stages of proof reading and amending. Provisionally there is likely to be a charge for the Rule Book rather than giving them away free to working members. This hopefully will make members aware of the importance of this document and that if they have bought it, they will look after it. This particular document has taken o lot of time to produce and has required many hours of thought to provide a set of rules for all staff to obey. The rules and regulations laid out in the Rule Book are there for the safety of staff and the visiting public.
Staff safety is up to each and every one of us and I would like to point out that if you have the relevant safety equipment, i.e. safety glasses, steel toe capped boots, orange jackets, etc., they should be worn. Even a small thing can lead to a personal injury. If anyone is hurt on the Railway the incident must be logged in the accident book as soon as possible.
I have also been requested to let the membership know that there will be a further Working Members Meeting at the Pear Tree public house, Hednesford Road, Brownhills West on Wednesday 10th January 1996 at 7.30pm. This is to give the members a chance to air their views and to raise any points that they wish about the Railway in general,
I would also like to mark another milestone in Chasewater’s history, the first visit to the Railway by an engine from the Telford Steam Trust based at Horsehay took place over the weekend of October 7/8 for the Transport Rally. It was 0-4-0 Peckett No.1990 of 1940 vintage, maybe bigger things to come. And to those whose ambitions stretch to the ‘Flying Scotsman’ or a ‘King’ for a visit to Chasewater, forget it!!!
The price of the Chasewater News has been increased to 75p due to the rising costs of production and printing and hopefully there will be no further increase in cover price for the foreseeable future.
Chasewater News is edited by Chris Chivers.
From the Board Room
By David Bathurst – Chairman.
HMRI Inspection, 22nd September 1995
Friday 22nd September saw the long-awaited visit of HMRI Mr. Colin Law, who had been invited to inspect the recent works on the remainder of the Causeway and the construction of Norton Lakeside Station.
The Board had been looking towards an official opening of the new station during the October Transport Rally weekend, but as the day of the inspection drew ever nearer, and despite the valiant endeavours of our working members, it became increasingly obvious that some elements of the scheme would remain incomplete. Nevertheless, it was felt that the Railway could benefit from Mr. Law’s comments and advice in relation both to the works already completed and those awaiting completion.
Mr. Law carried out an extremely detailed inspection of the new station, which has to conform to some very stringent regulations laid down to comply with the relevant legislation. The inspection included the DMU set making a number of journeys into and out of the platform.
The outcome of the inspection was as follows:
The remaining section of the Causeway is passed for public passenger trains as far as (but not into) Norton Lakeside Station. For operational purposes, the line limit is now Great Crane Brook Bridge.
The track at the southern end of the platform needs to be slewed over to increase clearance to the specified dimensions. The curvature of the track from Great Crane Brook Bridge into the station is having the effect of compromising the specified clearance.
A more suitable platform surface, behind the coping stones, needs to be provided in the interests of public safety.
The platform ramps will need to be completed and attention must be given to existing and proposed fencing, together with footpath gates.
Norton Lakeside Station may, with immediate effect, be used for members’ specials. N.B. the Board does not propose to authorise the running of such trains until the improved platform surface has been provided, in view of the likely damage to the floors of our passenger vehicles.
Mr. Law affirmed that under no circumstances shall passenger trains exceed two vehicles.
The works which need to be carried out are well within the capability of our working members and plans are already in hand to deal with them. Mr. Law has kindly indicated a willingness to revisit the Railway at short notice as soon as the works are complete, hopefully with a view to approving the station for public passenger trains.
It is perhaps opportune to comment on the relationship between HMRI and the Company. Although it will not be immediately evident to members, I am able to say that the Railway Inspectorate (and Mr. Law in particular) have always indicated a wish to assist the Railway to operate and develop, in compliance with all the relevant legislation and associated regulations. They are only too happy to provide constructive advice, in addition to comment on the Company’s new Rule Book prior to its publication and distribution to working members.
Our immediate aims are to complete the works required by Mr. Law, to undertake a major ‘clearing-up’ of the whole line and the new station area in particular, and to invite Mr. Law to return as soon as possible. On this basis, the Board is now able – with confidence – to start planning an official opening ceremony in conjunction with the 1995 Santa Specials. A formal invitation to join the first official passenger train will be forwarded to all members, Company Sponsors, Official guests, etc., with details of the arrangements.
Chasewater Railway Museum 