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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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120 – Chasewater Railway Museum Bits & Pieces

Posted on May 17, 2022 by | Leave a comment

From Chasewater News December 1989

120 – Chasewater Railway Museum Bits & Pieces

From Chasewater News December 1989

From the Editorial

Looking back, this year has been quite successful for the Railway with relatively few problems to contend with and a number of major advances made.  Train operation, although hectic for the staff involved, ran smoothly and every special event seemed to go well to the extent that our period of ‘survival’ of the last few years has begun to progress into a time of modest expansion.

As 1989 draws to a close and we all wait for Santa’s Special to arrive at Brownhills West, we can begin to plan next year’s work on the line.  It is all very easy to draw up a long list of jobs, but short of ‘asking Anneka’, they wouldn’t get done.

Realistically, in addition to all the regular maintenance work, we could have a platform built at Willowvale Halt ready for Easter, carry on to complete the run round loop at Brownhills West and relay enough track past Willowvale to run a goods train up and down on Gricers Day.  That would be an excellent season’s work, but it is only possible if people put the effort in. Locomotive News

Asbestos – Having worked the majority of this year’s trains, this loco is now due to be taken out of service for its six-yearly major boiler inspection.  The work will involve the removal of the saddle tank and boiler lagging as well as all fittings.  It is likely that a certain amount of repair work will be necessary around the firebox foundation ring and also renewal of a number of boiler tubes.

Sentinel – This engine finally re-entered service on Sunday 6th August when it took over from Asbestos to work he last two trains of the day.  The recent introduction of two-coach trains meant that this little loco has to work really hard against the gradient on the return run to Brownhills West with the regulator wound wide open for most of the distance.  The result of this is that coal consumption appears to have increased slightly over last year’s running, so that the bunker needs topping up towards the end of the day.  To cure the problem it is planned to fit coal rails to the bunker to increase capacity to around 8cwt.

Lion – The good news is that the Boiler Inspector has done his preliminary examination and has given the go ahead for the loco to be re-tubed and prepared for its hydraulic test.  Painting of both the frames and boiler shell has continued, along with work on new fittings and pipework needed before the engine can be steamed.

S100 – The frames of this loco are currently being jacked up in the back of the loco shed so that the wheels can be removed to allow machining of the horn guides.

DL7 – this remains our only working diesel and has continued to run well, although on the morning of the Bonfire Night steaming its contactors had to be quickly cleaned as the traction motor suddenly refused to ‘switch in’.

Fowler – At last the necessary information for the renewal of the blowing cylinder head gasket has been found and the repair work was carried out on Sunday 12th November.  With train operations gradually expanding it is becoming more important that at least one of the two diesels be vacuum brake fitted so that it can be used to work passenger trains if required at short notice or on quiet non-steam days.  Hopefully the work will be carried out shortly.

Other Locos – No work has been carried out on any other locos.

 Carriage & Wagon News

The Gloucester & Wickham trailers have remained coupled together since June to form the operational passenger stock.  The bodywork of the Gloucester is now looking positively tatty and will require repairs and a repaint before next season’s running.  Again no work has been carried out on any rolling stock other than the three DMUs. Permanent Way News

A few dedicated men are still pushing on with the trackwork and as a result the old turnout which marked the start of the Norton loop has been completely removed and the line is gradually increasing in length towards the causeway.  Progress on this work quite honestly is very slow, but when only three or four people on average seem to be prepared to help, and even the shorter rails which have to be moved weigh about a third of a ton, this is to be expected.  Just to give the P. Way gang a break from trackwork and to provide variety in their work, the local toe-rags managed to cut every strand of wire between every fence post from the level crossing right down to the bridge.  This had to be patched up again before trains could run on Gricers Day when everyone was already pushed to near the limit. Operating

August bank Holiday Monday marked the end of the two months of weekly running allowing a very welcome break for all the operating staff.  Gricers Day saw both Asbestos and the Sentinel in steam, with the last two trains of the day being double-headed.  Rumours that this was brought about by one case too many of a certain lager in the buffet car causing the gross train weight to exceed the maximum allowable Sentinel loading were untrue, but merely an example of the Midland Railway Company’s small engine policy in action!   The Sentinel will now work the remaining trains of this year to allow Asbestos to be stripped for boiler examination.

New arrival in 1961

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118 – Chasewater Railway Museum Bits & Pieces From Chasewater News Summer 1989

Posted on May 1, 2022 by | Leave a comment

118 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Summer 1989

From the Editorial

Well, what a surprise! A magazine on time, as promised in the last issue, and, I hope, some news that will be of interest to all.

A brilliant start to the season’s train operations, which has now been sustained into June, and thus the annual swelling of our coffers, has encouraged the regular volunteers and the Board to look forward with greater confidence to the future plans for the Railway, both long term and short term, and some of those plans are discussed in greater detail elsewhere in this issue.  However, the greatest shortage we currently face is a lack of manpower – unless some of the membership come along and help to get our show on the rails we can’t hope to carry on achieving as rapidly as we have during the last twelve months.The Wickham Trailer Car project is almost complete, and the vehicle will shortly be joining the Gloucester carriage on trains, probably in time for the Transport Scene.  The station area has been paved and fenced with new fencing in Midland Railway style, and the electrical supply system completely renewed.  These tasks have all been carried out by volunteer labour.  Now, we are looking at phase two of this year’s portion of the development plan.  This will involve the establishment of a halt at Willowvale, which will then become the staging point for progress on the extension towards the Causeway, the said extension being the third planned phase of development for 1989.  The latter project can only be achieved if the halt is built, and it all comes down to manpower.I know that many former and present members of the Railway have had their resolution and enthusiasm dampened and in some cases almost destroyed in the past, especially by the events of the six years from 1980 to 1986, but I would appeal especially to those formerly active members to give the Railway a second chance, we’ve proved that we now have the management capability to put together a really professional little project, firstly by clearing the Old Company’s debts, then by transforming the site, and now by establishing the basis  for the first real expansion of the Railway’s activities, signified by the imminent operation of two car trains for the first time, and with serious, financially planned and viable extensions to both the running line and to our covered accommodation in order to properly preserve our historic stock.  Now is the time to come along to the Railway and see how much we have changed.  Former regulars will be welcomed – we need the skills of craftsmen who used to enjoy restoring and maintaining our Railway, and I hope that some of you will come and see the renaissance at Chasewater for yourselves.

BirminghamNorth Orbital Road – M6 Toll

The agony of prolonged waiting to hear the outcome of the enquiry into the proposed route of the road has now been extended even further.  A letter received from the Department of Transport indicates that the decision on the road’s route has been ‘temporarily’ shelved, whilst the Government investigates the possibility of construction of the road by private enterprise, which they are going to do by means of a design competition between private contractors, the winner of which will probably be invited to build the road, which will be sponsored by the constructor, who will then recoup the costs, and take a profit, by charging people through tolls for using it.  Ultimately, we shall be subjected to considerable further delay and uncertainty about the effects on Chasewater of this new road.

The New Shed

The proposed new shed at Chasewater is coming along apace in terms of estimates and financial proposals.  Sadly however, until the matter of the North Orbital Road is finalised, we can’t make a planning proposal to the Local Authority because of planning blight.  Broadly, however, the scheme being pursued is the establishment of a two or three road shed of sufficient length to hold all of the wooden bodied stock and the Company’s locomotives, as well as a number of privately-owned locomotives, on a site parallel to the existing shed, with room for three roads between the two, with galvanised steel stockade fencing between the two buildings to provide secure storage for capital stock (the service carriages), these sidings having the additional benefit of being sheltered from the damaging wind-born horizontal rain and snow which howls down from the Chase and across the lake.

Trackside

Fencing is still a problem.  Every time we run trains we have to run a P-Way Special first with a fence repair kit, due to some irresponsible people removing fence wires so that they can cross the line to go fishing, which leads rather neatly into a Company policy statement.

THEFT AND CRIMINAL DANAGE

 A POLICY STATEMENT FROM THE CHAIRMAN OR THE CLR&M CO.

Company Policy is now that any person seen damaging fencing, which amounts to Criminal Damage with intent to endanger life, or any person causing other criminal damage or committing theft from the Railway will be prosecuted, and the Company will include in the summons an application for restitution of costs of repairs or replacement as necessary by order of court, and this will include juveniles; so if the police ask the Company to agree to a juvenile caught committing these acts being cautioned, the Company’s representative may not accept that caution and the Company will itself prosecute the individual concerned.

Locomotive Department Notes

The Sentinel, after a major boiler examination, is expected to return to traffic on June 17th or 18th.  This follows seven months of hard labour for Nigel Canning, during which the boiler was removed and stripped down to its constituent parts to the satisfaction of the Boiler Inspector.

Asbestos continues to give good service, and has been used on all trains this year.

Lion is now being re-tubed by the redoubtable Mr. Newbold, after a de-tubing exercise which is alleged to have come close to costing him his sanity, since the tubes, being hardened, took far more effort than any others encountered at Chasewater to date.  Comment as to whether the loco boiler or its owner should be certified has been voiced, but I’m sure that Mr. Newbold’s gnashing of teeth will be sufficient to work off his frustrations with the ‘damn lump of iron’ out of his system, especially when he drives it across the causeway.

The Hudswell has now passed into the ownership of the ‘Hudswell Group’, and I believe that they still have more shares available at £100 cash or £5 per month with a standing order.  One excellent piece of news is that the boiler cladding, having been sampled and analysed has been declared to be not asbestos, as we had feared, but fibre glass.  This will provide a welcome reduction in the overall restoration cost.

Transport Scene

A major event of the year in the Midlands rally calendar, this year’s Transport Scene doubles up as an official City of Birmingham Centenary event, and includes in its title ‘City of Birmingham Centenary Bus and Vintage Vehicle Run’ It will start from Sheepcote Street, near the City centre, proceed around the City, and then make its way to Chasewater via Perry Barr, Bar Beacon and Aldridge.  The dates of this event, Saturday 17th June ( more of a setting up day really, with a social in the Jolly Wazzock Bar of the newly refurbished Wickham Trailer car to which all are duly invited) and the Main Event on Sunday 18th June 1989.

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102 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 1

Posted on January 1, 2022 by | Leave a comment

102 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 1

After the last post’s slightly more optimistic outlook it seems to have slipped backward – oh dear!

Editor’s Notes – Ian Patterson

Much of what follows is of a depressing nature but there is little point in glossing over the severe handicaps that we face at the current time, and perhaps it will spur one or two to take an active part in what should, when all is said and done, be a pleasurable hobby.

Chasewater Comment

This issue’s writer is Barry Bull, Hon.Sec. of the CLRS and a member for 16 years.

When I was asked by H.Y. the ‘Managing Director’ of ‘Chasewater News’ to write this piece I was hoping to write in a more light-hearted vein than of late.

However, those of us committed to the cause of operating a railway and associated museum seem to have been dealt one body blow after another by a series of events over which we have little or no control.  The worst aspect, since the closing of the railway for passenger services in October, 1982 has been the way we have been left open to the vagaries of West Midlands County Council and their Task Force Programme.  Despite the valiant efforts of John Selway the expected successes of the Task Force Programme have not materialised,

Whatever feelings we may have as regards the work actually completed on site the main problem has been behind the scenes at County Hall.  You will have read in the last issue of Chasewater News of the intention of WMCC to reconstruct the platform drainage at Brownhills West and Stadium Halt (which was a possible halt opposite Willow Vale Nursery), fencing of the line and associated crossing gates – all to be finished by Christmas (we presumed 1984!).  Well, as those of us who attend Chasewater on a regular basis will know, none of this happened.

I’m afraid that this report went on for another three or four paragraphs all very similar, with tales of vandals, metal thieves and arsonists at all the organisations using Chasewater.

Loco News

No.1  Hibberd Diesel  The AGM in October agreed to sell this loco as it is surplus to requirements and it has duly been advertised.  Further developments are awaited.

No.2  Peckett 1351  This engine stands next to the shed door with a hopeful look on its face/smokebox.  Does its owner still realise that he owns it?

No.3  Barclay 1223  The restoration of this loco has suffered a setback as, when the new stays were riveted up, the inner firebox walls buckled around the stayheads.  The Boiler Inspector’s verdict is awaited with trepidation as he is unlikely to pass the repair, insertion of copper patches or even a new inner firebox may be the answer.

Despite this the new cab, bunkers and footplating are being installed, and jolly fine they look too!

No.4  Asbestos  Since the last set of notes great strides have been made with the restoration of ‘Asbestos’.  After much bickering the worst of the cladding sheets were replaced  with new material, generously donated by a member.

Once these had been cut to size they were fitted following lagging of the boiler with new hygienic fibreglass cladding.  The following week the tank was refitted and for the first time in some eight years ‘Asbestos’ looks like a complete steam engine.

Much work remains to be done, however, but refitting of the regulator and cleaning up of backhead fitting faces is underway.

No.5  Sentinel  The Sentinel was first steam tested on November 25th (having had the dubious honour of being the first loco to steam at Chasewater since ‘Invicta’ on 16th October, 1982).  Following this, minor adjustments were made and a second steam test followed on 6th January though a shortage of coal hampered its steaming capabilities on this occasion.  Further minor adjustments are being made whilst a new grate is on its way.  Vandal-proof shutters have been fitted to enable the loco to be left outside without fear of fittings being stolen.

During the spring the Fat Controller (for it is he that owns the beast) plans to repaint the loco in a pseudo BR black livery with large yellow numbers as No.59632 (there’s no accounting for taste, is there?)

It is planned to steam the Sentinel at regular intervals on works train duties to enable much needed maintenance to be done on the Ruston diesel No.7.No.6  Peckett 917  Slow progress is at present being made on this loco with  the installation of a new cab side and front with a new bunker to follow.  However, with the end in sight on ‘Asbestos’ progress should speed up during the year and thoughts are turning towards repairing the water tank rather than a wholesale replacement.

No.7  Ruston diesel DL7  As mentioned above, the big Ruston requires a fair amount of maintenance to make it a more reliable machine.  This will be done as soon as there is space in the shed for it.  Meanwhile, a search is on for equipment to fit the loco with vacuum brakes.

No.8  Invicta  Invicta stands outside the shed minus cab fittings – removed for safety’s sake, and whilst being nominally serviceable it is unlikely to steam this year.S100 Frame & Wheels

No.10  Hudswell Clarke S100  The new main bearing have been machined and the axle box horn faces have been trued.  Re-wheeling will soon become a priority as it needs to be moved to enable track work alterations to be done at Brownhills West.

No.11  Alfred Paget  The ancient Neilson awaits attention – new tubes and water tank repairs, but sadly it is impossible to say when this will begin.No.15  Hudswell Clarke 431  The big news is that the chimney has fallen off.  Thankfully, the AGM refused to give the committee authority to dispose of this fine machine and, hopefully, plans for its restoration can be formulated soon. (nobody has defined ‘soon’!)

It is perhaps relevant to ask what will be the loco department’s next project as within the next 12 – 18 months locos Nos. 3, 4, 5, 6, 7, 8 and possibly 10 are likely to be ready for use.  Are we really going to need 7 locomotives to pull two coaches over a three quarter mile of track?  ( No.3 took about 20 years to steam and Nos. 6 and10 still haven’t!  No.8 ‘Invicta’ left for pastures new in between times).

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101 Chasewater Railway Museum Bits & Pieces – 1984 – 2

Posted on December 30, 2021 by | Leave a comment

101 Chasewater Railway Museum Bits & Pieces – 1984 – 2

Loco News

Now that we have a new numbering system, it goes into operation.  I shall use the numbers but not ask you to refer to the previous post – I’ve got the numbers and locos on the page in front of me – you haven’t!

No. 3  Barclay 1223  Since a change of ownership last October the engine has been completely dismantled above the frames, and the boiler and firebox have been examined by the Boiler Inspector.  Members of long standing may recall that this loco’s boiler was virtually condemned some 15 years ago and has stood idle ever since.  We must now be in a more enlightened age as, apart from replacement of some 18 firebox stays and welding a small patch on the firebox side and renewal of several smokebox tubeplate rivets, the Boiler Inspector is quite happy for the boiler to be returned to steam.  Much of the platework of the loco has been replaced with new – I.E cab, bunkers, footplating and a new smokebox has been fabricated.

A new set of boiler tubes has arrived and those responsible for the loco hope to see it in steam in early 1985 – they must be confident as they’re looking for another loco!

No. 4  Asbestos  Following a successful hydraulic test the boiler has at last been reunited with the frames, for the first time in six years.  Despite the misguided belief that interest (work) would speed up following refitting of the boiler – this has not yet happened, putting a 1984 steaming in considerable doubt at the time of writing (mid-July)

Despite this, slow progress is being made by one man (without dog!) in assembling a useable set of cladding sheets from the mangy set of originals.  Also the cab fittings have been overhauled off-site.

No. 5  Sentinel  Since the last report the boiler has passed its visual test and following reassembly was hydraulically tested.  On testing the superheater several holes were found, the only remedy being replacement.  Without too much difficulty a firm was found who could manufacture a new one and this was duly ordered and delivered – at considerable expense to the owner!

The boiler duly passed its hydraulic test as did the new superheater.  Reassembly is well under way with many components being replaced at the same time.

The owner expects to steam the loco later this year and run trials with it to ascertain its suitability for passenger work before considering fitting vacuum brakes.

No. 6  Peckett 917  Slow progress has been made on this loco, recent work being confined to stripping and painting the cab and removal of fire bricks out of the smokebox to reveal a somewhat wasted tube plate.  Work should speed up when ‘Asbestos’ (wot – no number?!) is finished.

No.10  Hudswell Clarke 1822 (S 100) First the bad news – during the winter we suffered a spate of break-ins which resulted in the loss of the main bearing brasses as well as a complete set of new ones.  Now the good news – the wheelsets have been sent to Bridgnorth for tyre and journal turning and have returned ready for refitting, the axle boxes which will shortly be sporting new main bearings which are being supplied at a good competitive rate.

Whilst this was going on, the owner overhauled the lathe and miller in the loco shed and is now using them to true the horn faces on the axle boxes.

All being well, the frames should be reunited with the wheels before the end of the year, enabling further reassembly to take place under cover.

Following a request from the Honourable Secretary to reintroduce a system of credits for work done, here goes…….

Barclay 1223 – Les, Gorilla and friends.  New cab and bunkers – Comex Workshop, Walsall.  New Smokebox – Angle Ring Co. Ltd.  New boiler tubes – Charlie from Embsay via Newmans Tubes Ltd., Wednesbury.

Asbestos  Boiler – Tony and Brian.  Cladding – HY.  Cab fittings – PCK

Sentinel – Mr. K9

Peckett 917  Les and kids, young Pete and the Wossacks.

Hudswell Clarke S100  Axle brasses – Wednesbury Foundry Training School.  Lathe and Miller – Mr. Sale.  Wheel Turning – Severn Valley Railway.

Loco Numbers  HY.

Black Paint  (Someone has been working on the principle that if it’s stationary and rusty – paint it black!)  Assorted young kids and men with beards!

 Task Force

The new siding mentioned in the last magazine was subsequently found to be unnecessary and consequently was not built.

The Task Force then turned their attention to putting the southern point in for the Brownhills West run round, however, following a survey of the line by West Midlands County Council Surveyor’s Department, further work was suspended until the proposed track plans and gradient profiles were approved by the Railway Inspectorate.  As a result, Brownhills West still looks as though a bomb has hit it, though in recent weeks some Task Force workers have returned and started slowly demolishing what remains of the platform in preparation for its long awaited rebuild.  Despite this apparent lack of progress we have been assured that all the work – reconstruction of platform, drainage of Brownhills West, run round loops at Brownhills West and Stadium Halt (?), fencing of the line and associated crossing gates will be finished by Christmas (one presumes 1984!)

If this is so then services can be resumed following inspection by HM Railway Inspectorate.

 Track Work

During the lull in Task Force activities a hastily formed track gang relaid the point leading to the loco shed some 45 feet nearer to Brownhills West to give a longer siding and also ease the alignment which was somewhat tight.  This was achieved within a matter of two months, much credit going to Mr. K9, a man with a beard and a (semi) tame Gorilla who performed Herculean feats of strength (some may call it stupidity) in moving large pieces of point and many concrete sleepers in preparation for Sunday working parties.

Chasewater Light Railway Company Notes

Since the end of the YOP Scheme the Company has slowly sorted out its finances to such a degree that it knows to whom it owes what amounts of money.  The two creditors are:

1.    The Overdraft Facility taken out at Barclays Bank.

2.    Money overspent on the YPO Scheme and owed to the Manpower Services Commission.

To ease matters the Society took stock of its assets and was able to identify several items which were not imperative to keep the CLR project a viable proposition.  To this end it was agreed in a series of General Meetings to dispose of:

1.    Andrew Barclay Saddle Tank 1223

2.    Sentinel Loco 9632

3.    LNWR TPO coach

4.    LNWR brake coach (Paddy Coach).

Of these items, the first three have been sold with only the TPO going off-site, whilst a deal to sell the ‘Paddy’ has fallen through, though hopefully a new purchaser can be found.  Despite the resulting influx of money, the Company still has a sizeable overdraft to pay off, which will hinder any future plans for expansion until it is eradicated.  At present the Company has only three forms of income:

1.    Donations from the Society

2.    Sale of Shares

3.    Sale of Shares in DL7

Museum Notes

The only notable acquisition of late has been a wooden shield presented by the LMS to Trent Valley Station following three successive victories in the station gardens competition, 1924 – 1926

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100 Chasewater Railway Museum Bits & Pieces – 1984 – 1

Posted on November 28, 2021 by | Leave a comment

100 Chasewater Railway Museum Bits & Pieces – 1984 – 1

Chasewater News – Editorial

 The Society is approaching its 25th Anniversary which will be celebrated at the Society AGM on 13th October and at a Bus Rally and Railwayana Fair at Chasewater on the following day (October 14th) 11.00 – 4.30, admission free.

Throughout its 25 years the Society’s membership has fluctuated around the 100 mark whilst its aims have switched from creating a static museum to an operating railway.  Despite the lack of passenger trains during the last two seasons the Society membership has held its own and so far this year over 15 new members have been enrolled.  To these people we say thank you for having faith in the Chasewater Project.  Inside this magazine you will find a membership form and we are appealing for every member to enrol a new member to give us enough people to operate trains next season (as we are led to believe that we will be in a position to do so).

Members may have read elsewhere about plans to spend up to 14 million pounds on Chasewater Park and the Society/Company have drawn up plans to expand the Railway, should this scheme come to fruition.  All this is dependent on us having enough manpower to run services on a regular basis so it is up to the present membership to either come forward and operate the services or to find new members to do the same.  Members may also have read of a scheme to build a new motorway which may or may not pass through the park.  If it does come through the park then we are wasting our time.

News from the line

Loco Department – It has for sometime been felt that there ought to be a numbering system for locos at Chasewater in order to give a proper Light Railway image.

A start was made some years ago when ‘Invicta’ emerged from a repaint sporting a painted No.8 (it was then the eighth steam engine on site) on the front buffer beam and brass plates (GWR style) on the cab sides.

The following system has been devised and will be put into practice as engines are repainted, although the GWR style plates on ‘Invicta’ will not be featured on other locos as brass plates with the loco number and the legend ‘Chasewater Light Railway’ have been designed.  Some locos will also bear fictitious 21G shed plates as the Operating Superintendent reckons 21G would have been the shed code for Brownhills West (Hednesford Road) had it existed in BR days.

Loco                                                          No.

Hibberd Diesel                                 1                 First loco to arrive

Peckett 1351                                    2                  No. 2 at Wallsend Slipway

Barclay 1223                                   3

Asbestos                                            4

Sentinel 9632                                   5                 May be painted black as BR 59632

Peckett 917                                       6

R & H Diesel                                       7                 No.7 at Whitwell Colliery

Invicta                                                    8

Hudswell Clarke 1822                     10

Alfred Paget                                         11               No.11 at Gartsherrie

Hudswell Clarke 431                       15

Ex bass Diesel                                     21

L & Y Petrol                                            1

It seems strange to have two No.1s when starting a new system, even if they didn’t stay much longer!

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Chasewater Railway Museum Bits and Pieces No.94

Posted on March 13, 2021 by | Leave a comment

94 Chasewater Railway Museum Bits & Pieces

21st Anniversary Edition – 1

News from the Line

Loco Department

As a follow-on from the previous post, there is another comprehensive report on the locos, so I thought that I would reproduce it to check on the progress on the engines.

No.2 ‘The Colonel’

This loco finally entered service on Gricers’ Day, 12th October, after several test steamings.  Many repairs were carried out to the tank before it was refitted.  The loco appears to be very powerful and is mechanically superb and will come into its own when services are eventually extended.  The external finish however leaves a lot to be desired and it is hoped that the owners will rectify this in the near future.

No.4 ‘Asbestos’

Since the last report a vast amount of work has been carried out on this loco.  The boiler returned from Park Holland Ltd. in February after having the necessary fire box repairs.  Following this little work was done on the loco due to work on other engines but after mechanical problems with the ex MD and HB crane the wheels were despatched to the SVR wheel lathe at Bridgnorth and were back at Chasewater in October.  Their return signalled renewed vigour upon the loco and the wheels were stripped to the bare metal and given five coats of paint before the axle boxes were refitted.  The first weekend of 1981 saw the frames back on the wheels making the loco mobile again after eighteen months of elevation.  Following this the inside motion has been refitted and retubing of the boiler has started.  Hopefully the boiler will be hydraulically tested during the spring and refitted to the frames.  Although no firm date can be given, ‘Asbestos’ should return to steam this year.

No.7 (DL7)

The big Ruston has run trouble free most of the time and has earned its corn by performing several ‘master shunts’ over the last twelve months.  A rather garish ‘Bull inspired’ livery has been applied and has been met with the usual mixed CLR reaction to such creations.

I believe we should be told what the’Bull inspired’ livery was??

No.8 ‘Invicta’From Railway Forum, 1975

After another trouble free year the loco is in store until the new season starts at Easter.  Unfortunately the six-yearly hydraulic test is due at the end of June, immediately after ‘Transport Scene’ 1981 which will be its last appearance for a while.  The hydraulic teat will be carried out during the winter of 1981/82 and hopefully no problems should ensue.

S100

The dawning of a new decade saw the re-emergence of one Mr. T.R.Sale Esq. which has resulted in dramatic changes – i.e. the loco is completely strewn to the four winds!  The boiler was jacked up out of the frames and then lifted onto a flat wagon and finally deposited on a pile of sleepers next to the Great Eastern mess van.  The boiler inspector has been and shaken his head at three corners of the firebox and given instructions as to what must be done and where, which basically involves building up of wasted plate work and a dozen or so new rivets.  Following removal of the boiler the chassis has been dismantled and the wheels removed which are to follow in the step (?) of ‘Asbestos’ and spend a day or so on the Bridgnorth lathe.  Most of 1981 will be spent cleaning frames, etc. which should keep one or two people out of harm’s way!

No.12 ‘Sentinel’1992 D.Bathurst Collection

This is the first time that any progress can be reported on this loco which is the ex Walsall Gas Works Sentinel loco No. 9632 of 1957.  The loco is still at Butterley on the Midland Railway Project Group’s line but following various excuses and delays the boiler has been re-tubed, successfully hydraulically tested and refitted to the frames and at the time of writing new pipework is being fabricated.  Current thoughts seem to indicate that the loco will finally arrive at Chasewater in June or July.  For newer members it should be explained that the loco (in working order) forms part of the exchange deal for the ex Midland Railway Royal Saloon Coach which was agreed upon back in 1978.

No.20

This loco has been loaned to the Bass Brewery museum at Burton-upon-Trent for an initial period of ten years.  The main reason for this is that the engine is in need of a drastic rebuild and as the sister engine No.21 is in full working order (and newly painted) neither the time nor the money will be available to repair it in the foreseeable future.

Photo from British Locomotive Preservation – 1969

No.21

This loco is, as already stated, in full working order and was repainted by the Brothers Grimm to celebrate the 21st Anniversary of the Society.

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Chasewater Railway Museum Bits and Pieces No.93

Posted on March 6, 2021 by | Leave a comment

93 Chasewater Railway Museum Bits & Pieces Autumn 1979 – 2

Loco Department

As it’s the end of a decade, a complete rundown of locos is given.

‘Invicta’  AB 2220/1946The loco was kept in reserve at the start of the season and was not steamed until June 10th and then chose to run hot!  As there was only two weeks to go before Transport Scene there was much gloom and despondency around as well as a fair amount of bickering.

The offending bearing was the rear driver’s side axle box and this was duly removed following sterling work by those stout fellows Messrs. Hames and Luker.  Inspection of said bearing revealed the cause of the trouble.  It was a well known fact that during her latter years at Chatham, ‘Invicta’ had been fitted with a brand new rear axle and someone had obviously forgotten to cut oil grooves in the bearing brass, leaving only two small holes to lubricate the axle – not very good – especially as one had got blocked leading to overheating so bad as to actually melt the bearing surface.

Swift alterations to the bearing saw the loco back in service within four hours and the loco has performed without trouble ever since.

‘Invicta’ is undoubtedly the loco to be used at the start of the 1980 season, following the annual boiler test.

‘Alfred Paget’ N 2937/1882The ancient Neilson has performed without trouble all season and is now awaiting its hydraulic test, after Christmas, which will entail the removal of the saddle tank and boiler lagging and cladding.  As its firebox has overcome its leakage problems it would seem probable that the boiler test will be passed without too much trouble.  The opportunity will be taken for a thorough repaint and perhaps even new boiler cladding sheets will be provided to replace the current motley collection.  There is every confidence of the loco working next season – the loco’s 98th year in fact.

‘Asbestos’ HL 2780/1909This loco has been the centre of great activity this year with up to seven people working on it at one time – unheard of before!.

The loco is completely dismantled and a thorough mechanical and cosmetic job is being done to ensure trouble-free running when it resumes earning its keep.

The boiler was lifted out of the frames in June and was finally despatched to Park Holland Ltd. of Hanley on August 12th.  It now seems as though the firebox repairs will be of the welding and riveting kind rather than uplifting of the foundation ring, following a further examination by our tame boiler inspector.  The boiler is said to be ready around Christmas time which will ensure plenty of work in the New Year.

Following the removal of the boiler the motion was completely taken down, followed by jacking the frames clear of the wheels to enable the wheels to be rolled out.  Removal of the wheels has enabled a thorough paint job to be done on the frames, at present five coats have been applied with at least one more to follow.  To enable all members to feel part of the restoration team a couple of carriage and wagon tappers were roped in for a paint session (only undercoats of course!) though with the onset of stormy weather they have been despatched back to their rightful place fending off the bitter easterly winds off the workshop area.

Removal of the wheels will enable tyre turning to take place, probably at Bridgnorth.  The valves and motion have had attention with reassembly following, as far as the lack of wheels will allow anyway!  Whilst Brian has been busy machining the regulator valve to allow greater use of the steam produced.  All concerned with the restoration of the loco are confident of seeing it in steam next year.

‘The Colonel’ P 1341/1914The hydraulic test was passed in July, followed by refitting of the boiler cladding and lagging since when not much has been done save for the two Bobs (and others) finishing off the new coal bunker which looks rather fine.  Providing the tank can be repaired the loco should see service next year.

‘Peckett’ 917/1902No work has been done on this loco apart from routine preservative maintenance, but the situation should change once ‘Asbestos’ is back in traffic, as it is the next loco due for ‘works’ treatment.

Hudswell Clarke 431/1895Following a relatively ‘light job’ on Peckett 917 the ‘old Hudswell’ should get the full treatment though this is probably a good 18 months away at the moment. (32 years and counting!)

Andrew Barclay 1223/1911

This loco is in a presentable state at the moment but needs heavy boiler and firebox repairs before it can steam again – pity as the mechanics are in first-class condition.

’S100’ HC 1822/1949

The loco migrated into the compound and the boiler received a coat of paint, since when nothing, – where are you, Tony?

DL7 (RH 458641/1961)Once the loco was cajoled into action after removal to Chasewater it has proved to be a fine acquisition and it is to be hoped that the CLR Co. will have sufficient funds to buy it off the STEPS scheme.

Apart from working 5 days a week it has proved its worth on shunting duties on steam days, as well as hauling a couple of passenger trains on Gricers’ Day.  Once its future is secure the NCB green will disappear under a coat of CLR livery of some colour or another.

Others

Of the two Bass-Worthington diesels, No.21 sees occasional use whilst No.20 is rumoured to be going off on loan to the Bass Museum, Burton-on-Trent, which will be a useful advert for the Railway and give us a bit of room.(It went and is still there, 2011)

The two No.1s are performing sterling work as a stop block on ‘Three Road’ whilst various people mutter darkly about getting them going again.

Whilst on the subject of infernal combustion it must be mentioned that Bob Curtis has offered to paint No.21 as the Society is 21 years old next year.  Well done that man.

Carriage & Wagon Department

He DMU trailer coach has performed well as usual but the paintwork is now in need of some touching up, especially around the windows – so hopefully this will be done before it gets worse as, having seen similar coaches on a North Yorkshire Moorland Railway, it wouldn’t be advisable to wait too long.

Messrs. Pearson and Curtis have been busy painting the ex LNWR TPO and nailing panels back onto the Maryport and Carlisle coach.  We are hoping they will move onto the LNWR full brake after finishing the TPO as the paint is fast peeling off.

John Elsley is busy rebuilding the fire-damaged brake end of the ex MSL six-wheeler and it is looking better with every panel.  The only other item to receive attention has been the Great Western brake van which should get repainted during the New Year, following some welding to the platework which is rather thin in places.

johntisdale50@gmail.com

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Chasewater Railway Museum Bits and Pieces No 84

Posted on January 25, 2021 by | Leave a comment

Chasewater Railway Museum Bits & Pieces 84 – S100

Another new arrival at Chasewater

Chasewater News 23 March 1978- Part 3

The second new arrival at Chasewater Railway was a six-coupled side tank built by Hudswell Clarke & Co. of Leeds, works no.1822 of 1949 and is known as S100.  It is an interesting locomotive, the design dating back to 1909 when Hudswell Clarke supplied a six-coupled side tank with 15” x 22” outside cylinders to the Burry Port and Gwendraeth Valley Railway.  This loco was the BPGVR’s no. 8 and was named ‘Pioneer’.  Over the next ten years Hudswells provided BPGVR with another eight similar locos, though they differed in certain details of design.

S100 was one of an order placed by the National Coal Board following Nationalisation, being ex-works on 29-4-1949, works no.1822.  She was delivered to Whitwood Colliery near Castleford, as ‘Whitwood No.1’ and was later joined by two sister locos, replacing some ageing Robert Stephenson 0-6-0STs sold out of service  by the North Eastern Railway in the early 1900s.  For a period in 1955, she was sent on loan to the adjacent Walter Haigh Colliery, as she was again in July 1956, this time not returning to Whitwood, being observed at Allerton Bywater Colliery in 1957.  Later in the year she was at Prince of Wales Colliery, Pontefract.  In 1958 she was back at Allerton Bywater being completely overhauled at the adjacent workshops in 1959.  Following this she was sent in 1960 to Peckfield Colliery, Micklefield, where she was to spend the rest of her working life under Coal Board ownership.  In 1965 she was sent to Hunslet’s of Leeds for the fitting of a new steel firebox, mechanical stoker, new blast pipe arrangement and thorough overhaul.

Returning to Peckfield she was used intensively, being the only serviceable loco for much of the time.

By December 1968 she was at Allerton Bywater central workshops, following re-tubing at Peckfield, for a complete overhaul, being out-shopped the following October in red livery and carrying the number S-100, S standing for steam locomotive.  S100 was sent back to Peckfield and worked alongside an Austerity and latterly ‘Primrose No.2’, a Hunslet 16” saddle tank, now preserved on the Yorkshire Dales Railway at Embsay. 

http://www.embsayboltonabbeyrailway.org.uk

On arrival

A new Hunslet 388hp diesel which arrived in the summer of 1972 spelt the end of steam at Peckfield and in July 1973 she was tendered for disposal by the NCB and was bought by one Mr. K. Rose, ostensibly for scrap, but was soon resold to Mr. R. Walmsley, a member of the Society at Embsay.  The loco was steamed several times at Embsay and in September 1975 she was resold to Tony Sale of Aldridge.  By November of that year she was withdrawn from service and was in need of a complete major overhaul.  Being of sensible disposition Tony decided to move S100 nearer home in order to effect the necessary repairs and Chasewater was the logical choice for S100’s new home. 

Barry Bull bought a share in the loco and already work on the overhaul has started, with removal of the cab roof and se-scaling of the firebox, followed by a start on removing the boiler tubes.

S100 was moved to Chasewater on the 18th February by Messrs. Brackmills of Northampton, following several weekend visits to Embsay to prepare the loco for movement.

Despite press reports to the contrary the loco was unloaded fairly easily, the low-loader crew only being at Chasewater for 1½ hours, something of a record.

Thanks are due to Keith Rose, Charles Adams, Steve Fenwick and Martin Cleaver for their hospitality whilst the loco was awaiting movement and also to the lorry crew for their enthusiasm.

S100’s dimensions are as follows:-

Cylinders             16” x 24”                       Coal capacity                22.5 cwt

Wheel Dia           3’ 9”                               Water capacity             1,200 gallons

Length                 27’ 6”                                      Boiler Pressure            160 lbs

Width                       8’ 9”                                 Heating surface        645 sq ft – tubes

Weight                 33 tons empty                                                     73 sq ft fire box

Weight                 42 tons loaded                                                    718 sq ft total

Tractive Effort     @ 85% boiler pressure – 18,570lbs

It is interesting to note that the left hand tank on S100 is off Whitwood No.4, being bought in 1976 to replace the original tank which was somewhat rotten.

Work on S100 is expected to take three to five years and will include firebox repairs, a complete re-tubing (tubes have already been acquired), overhaul of motion, wheel turning, re-plating of bunker and fitting of vacuum brakes.

By the time that S100 sees service at Chasewater there should hopefully be a longer stretch of line for it to run upon and it should be ideally suited to work here and give many years of trouble free service.

(As with Peckett 917, this was in 1978 and S100 still hasn’t steamed at Chasewater – although a good deal of progress has been made in the last few years.)

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Chasewater Railway Museum 1968 Vol.1 No.3 Bits & Pieces 42.3

Posted on March 23, 2020 by | Leave a comment

Chasewater Railway Museum 1968 Vol.1 No.3 Bits & Pieces 42.3

Plus Stocklist – 1968

This is one of a number of articles included in this magazine – there will be another couple to follow later. I don’t know what happened to this loco, but in spite of it being purchased and delivered to Chasewater, it hasn’t steamed since!

Hudswell Clarke 0-6-0ST No.431 – By Frank Harvey

Working at Desborough – V F Hall

 

The previous issue of the Mercian featured several photographs of this, our latest locomotive, and it was felt that a short article about it would not be out of place.

It was built by Hudswell Clarke & Co., Leeds in 1895, works number 431 and spent most of its life in the hands of the Sheepbridge Coal & Iron Company in whose fleet she became No.15.  It was allocated the name ‘Sheepbridge No.25’, but this was never carried and with the removal of its official number and works plates ran its last years without any identification at all.

It has on two occasions been rebuilt, first in 1928 and secondly in 1944, by the Sheepbridge Company themselves.

The engine was first suggested as a suitable candidate for preservation some two years ago when it was one of several locomotives at work at Desborough Warren Quarry near Kettering.  One by one its companions were withdrawn leaving No.15 as the only workable source of motive power.  After closure of the quarry it assisted with the lifting of the track, until the early part of 1967 when it too was withdrawn and stored in the engine shed at Desborough in company with an Avonside 0-6-0T.

The RPS then stepped in and after pleasing, successful negotiations with Stewarts and Lloyds Ltd., the locomotive was purchased.  The firm kindly allowed us to steam the engine before purchase – and members will have read about this eventful weekend in the last issue of the magazine. (CRM Bits & Pieces No.41).

It proved to be in good working order and required little in the way of attention save for the fitting of two new injectors which have now been purchased, and the repairing of a cracked blower pipe.  Evidence of this can be seen clearly in the photographs!

Desborough, 1968

The locomotive was delivered to Chasewater in November and restoration is now well under way.  When completed it will be resplendent in apple green, lined black, edged white and a high standard is being achieved.Chasewater August 1969

Purchase and transport charges tended to deplete the Society’s funds somewhat, but all agree that it was money well spent and in common with all other RPS stock, no money is outstanding, a fact of which we are justifiably proud.

Although restoration is unlikely to be completed before 1969, we look forward to seeing No.15, the oldest working Hudswell Clarke, in steam at Chasewater later this year.In the Heritage Centre, 2010

Stocklist – 1968

With so many new additions, it was decided to publish a stocklist in the 1968 Mercian, Vol.1 No.3

I hope you can read it ok, it’s interesting to see what’s still here after 40-odd years, and what’s gone.

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