Featured loco – No.6 Adjutant. 0-6-0ST Manning Wardle 1913-1917 Cannock and Rugeley.
From Chasewater News Spring 1995 – Part 2
Carriage & Wagon Department – Tony Wheeler
GWR 20 ton Toad 35251
This vehicle has been stripped and repainted into GWR Grey and lettered Moat Lane. This is not its true location but a suitable representation. It is currently in use with the P-Way team.
Ballast Plough Van S62861
The Maunsel brake van has had its roof re-felted to waterproof the inside of this vehicle. It requires further work in replacing some of the external woodwork which is gradually deteriorating. The vehicle is in regular service with the P-Way train.
21t Mineral Wagon B316711
A temporary floor has been placed inside this vehicle after a cleanout of the remaining coal and slack left inside. The larger deposits left provided some fuel for the stove inside the p-way brake van over the past winter.
16T Mineral Wagon B274600
This wagon has proved useful over the winter months ferrying bricks to the site of the new platform at Norton Lakeside and alongside the 21 tonner has seen some very heavy use lately.
8T 4-plank open wagon (Conduit Colliery)
This wagon is currently awaiting a more permanent resting place, so that the springs can be removed and replacements can be obtained and fitted. It currently has one set of spring ‘on loan’ from the Midland Crane!
GWR 16T Toad 35831
This brake van still resides in one road awaiting some repairs, which consist of a replacement spring buckle, running boards and hangers and also brake block replacements. Some minor attention is needed to the bodywork.
MS&L 1470
Work has resumed on the restoration of this coach after the winter lay-off. A temporary platform has been erected round it so that the exterior work can carry on safely. Alwyn and myself have carried on with rebuilding the interior of the brake end which was damaged some time ago. The coach has had covering sheets removed from the roof and work has started on cleaning and repainting the roof vents. New guttering has been fabricated and fitted to the side of the coach facing the lake; this is to replace the old burnt out pieces over the guard’s compartment.
MR Brake 68
Some panelling timber has been obtained to replace missing panels on the Midland Brake van. The location of this vehicle at the end of two road means that the open end is exposed to the weather and some roof timbers will need to be obtained in the near future.
Permanent Way – Arthur Edwards
It seems a long time ago since I last wrote an article about anything that is happening on the Permanent Way of the railway.
Firstly, as I’m sure you know, if not I’m sure you soon will, that the Railway Inspector was due to visit us on Friday May 12th 1995, and in between this and his last visit quite a lot has happened. New ‘No Trespass’ and whistle boards have been fabricated and put up, as the original ones being made of cheaper material and with the amount of vandalism that is rife around Chasewater, they did not last as long in position as they took to make. New gates have been made for each of the crossing points and they have been put into place.
Secondly, our illustrious General Manager, Mr. Steve Organ, acquired a hopper wagon (dogfish) with which to re-lay ash ballast all along the line for the next monumental task, which was the use of a tamping machine on hire from Tarmac. The tamper and its two-man crew started work on the line from the new platform, across the causeway and back to Brownhills West. In conjunction with this work fishplates have had to be greased and tightened (again!), along with some sleepers which had to be re-spaced.
Thirdly, and most importantly since the Inspector’s last visit we have laid up to nearly a third of a mile of track into Norton Lakeside platform, which has been refurbished and extended to cope with a three coach train, and should hopefully be open to the public after the Inspector’s visit. During the last few weeks our General Manager has been going round like a headless chicken trying to get the scheme finished in time for the Inspector’s visit, and I must admit it’s coming along pretty well, even though Steve himself will admit it was touch and go with the unkindly weather which has put all of us who helped on this project, quite a few weeks behind schedule, and Steve began to think that maybe it was a bit overbearing on all of us. So there have been harsh words spoken at heated moments of which we all apologised to each other afterwards. Although we are not in the major league of steam centres, contrary to popular belief we are holding our own, even if our members have dwindles slightly. You must realise that this is our hobby and not our profession, and therefore we have to earn a living at our ‘proper’ jobs, and three of our current working members’ jobs incorporate working on refrigeration, so, being summer, their jobs call for their expertise. And that’s basically it, except to say thanks to everyone for their exhaustive efforts, Tom especially.
From Chasewater Heaths to Church Street, the original trackbed – still a bit of P-Way work to do!
The featured loco today is ‘Rawnsley’, at Hednesford Canal Basin, a Lilleshall loco of 1872. Number 4 at Cannock and Rugeley Colliery. Thanks to David Bathurst, Nigel Canning, Bob Duffill, Arthur Edwards and Keith Day for their contributions to these, and other, Chasewater Railway Magazines.
176 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Christmas 1994 – Part 2
A Christmas Message from the Chairman
It is difficult to believe that we are about to enter the Christmas period yet again. The year has passed so quickly that it seems to have passed us by. Yet for the railway, such a short period has witnessed so many exciting developments.
Anyone visiting the railway for the first time would wonder what it’s all about and why we are all so enthusiastic. But for regular visitors and, more importantly, the intrepid band of volunteers who devote so much time to the welfare of the railway, the year has been full to overflowing.
This is not the time to review, in detail, the year’s events; the annual report is more appropriate for that. However, the extension to the line merits comment, because of its importance to the public’s perception of our operations and, perhaps more vitally, our credibility as a passenger-carrying railway.
We had hoped to have laid the track into Norton Lakeside Station and to have completed the construction of the station during 1994. That we did not achieve this ambition is of little importance; my colleagues will be familiar with my entreaty that “it is not a race”. We cannot afford to compromise on quality by cutting corners in the interests of speed. It is essential that the extension across the causeway, the station itself and the remainder of our line all meet the standards necessary to satisfy the Railway Inspectorate. We have much work to do to consolidate our current line before we invite HMRI to return to Chasewater.
Having said all that, Easter 1995 now seems a realistic target for the opening of Norton Lakeside Station. Pencil the Easter Weekend into your new diaries, and “watch this space” for further information.
1995 will also see an increase in momentum for the carriage shed fund. If the spirit of Christmas moves you to make a donation to this worthy cause, then please do not hesitate to see Chris Chivers or myself.
May I remind you of the ‘Santa Specials’ on 11th and 18th of December when we can all find an excuse (if we need one) to open up the seasonal festivities. Whether or not you are able to join us on one of these dates, may I take the opportunity to wish you all a very happy Christmas and a very prosperous New Year.
David Bathurst – Chairman
A view looking across the causeway back towards Brownhills West, just over a mile away. On the left can be seen the platform face for the new Norton Lakeside Station with the first length of track in place. A lot still remains to be done, but this could be a very popular place for photographers next year!
Synthetic Chemicals – Final Phase – by Arthur Edwards
It doesn’t seem like it, but this is the final part of the saga of retrieving the track from Synthetic Chemicals. After a call from our ‘Fat Controller’, Steve Organ, on Friday 15th October to establish whether I was available for the Saturday morning, about a dozen people gathered at Synthetic Chemicals to collect what track was left there.
Anyway, Mick had called for me at 8.30am and we had been there about an hour when Steve asked Mick and I to return to Chasewater to get the JCB ready for when the lorry arrived with said track. At about lunchtime the lorry duly arrived and Mick and I did our stuff unloading it. An hour or so later ‘Curly’ the driver went off to get another load. While he was away, Mick and I straightened up the rails and sleepers. I had to go at 5.30pm but I believe the rest of the crew stayed until about 8.00pm to complete the job.
After that Saturday all there was left at Synthetic Chemicals was a buffer-stop, some smallish lengths of rail and a few sleepers. After some hectic phone calls, Steve managed to get about six people on Saturday 22nd to go back and retrieve the last few remnants of track.
On the Sunday, with the help of the CS people, we actually laid the track through Norton Lakeside Station. Once agreement has been reached with the Railway Inspectorate, it is our intention to just keep laying track down until we run out of either sleepers or rail, or until we reach our next objective which is Chasetown. It is thought that we now have enough track to get us to the end of our lease, but hopefully we will have topped up our stocks before we get that far.
Whilst we continue to work on the track, the CS people have begun re-pointing the platform at Norton Lakeside Station, and preparing the top for the edging slabs.
The arrival of a loaned ‘dogfish’ hopper wagon will hopefully make the job of ballasting a lot easier, and there are even rumours of a rented track-tamping machine being used in the near future!
Kenneth Judkins – by Dave Ives
It is my sad duty to inform you that Ken Judkins (Ken the Steam to his close friends), passed away on September 27th 1994 at Anson House Rest Home. Ken was 91 last January, being born in Little Haywood in 1903. Ken lived a very colourful and busy life in various parts of the country. He moved to Stafford for the final few years of his life from Wimbourne Minster, Dorset, stating that he wanted his bones to rest in his native county, which has indeed now happened. His remains lie buried in Colwich Churchyard. He was Christened in Colwich Church and served as a chorister for a number of years.
Members will be aware of Ken’s long association with steam traction having started with Ralph Gee & Son, Wolseley Bridge, then on to Staffs County Council, Foden’s, Thomas Hill (Rotherham) Ltd. and Sentinel.
Ken was the author of two books “My Life in Steam” and “More of My Life in Steam”. The books are worth a read and give a fascinating story of the tough and skilful job of steam driving in the 1920s and 30s. Ken also served six years in the army RAOC in the war and was wounded in the lung whilst being evacuated from Dunkirk.
I suppose one can sum up by saying that this is the end of an era and that Ken is sorely missed by numerous friends, especially on the rally fields where he gave a lot of advice to scores of steam traction owners.
Alas! We shall no longer see him propping up the bar, staying overnight in one of our coach compartments, puffing his pipe on Brownhills West Station seat or in his brown slop coat and Foden hat on the footplate of the Sentinel.
More about Ken – Nigel Canning
“Ken the Steam” as he was known to his friends, spent the majority of his working life and the whole of his retirement closely involved with steam traction on both the road and railways. His experiences and expertise were sufficient to fill a book – or two, to be precise – both now sadly long since out of print.
Ken was never happier than when he was showing off just what steam power was capable of, and in his last two jobs, at Foden, and then at Thomas Hill (Sentinel) as Chief Demonstrator and Test Driver, that is exactly what he was paid for, selling those Companies’ products and fending off the advance of the motor lorry and diesel loco.
In his retirement Ken continued to take an interest in steam by helping the preservation movement where his enthusiasm backed up by a lifetime of experience was of invaluable assistance to many an amateur locoman or fitter.
At Chasewater his advice was of particular assistance in the operation of the Sentinel. On one occasion when one of the poppet valves on the engine was playing up, Ken was all set to ride down the line and back to observe the valve events and pinpoint the problem. It took a lot of doing to convince him that it was not the done thing to run a passenger train with an engineman in his late eighties hanging on the side of the loco, but we eventually succeeded, and as a result of his advice the valves were alter re-set to operate correctly.
Ken once admitted that he didn’t really like Sentinels as they were dirty things, but that just reflected his real love, the Foden, and his exploits with those machines are well-documented and will be remembered for a long time.
177 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Christmas 1994 – Part 3
Carriage & Wagon News
New Acquisition: ‘Dogfish’ DB992841 – This useful hopper wagon has recently arrived at Chasewater on loan for 12 months from Andy Goodman of Allely’s Transport. Following minor attention to the chute actuating gearboxes the wagon has entered service as part of the PW works train to transport ash up to the new station and beyond.
Pressed Steel Co. DMBS W51372 – This car has remained in service coupled to W59444 to form the loco hauled train. It was recently given an ‘A’ exam, and following the recent acquisition of some more spares one or two minor repairs may shortly be carried out.
Derby Works centre Car W59444 – The electrical system of this coach has recently been overhauled, including servicing of the batteries, cleaning and resetting of contactors and renewal of some of the invertors for the strip lights.
Derby Works Centre Car M59603 – This coach has remained stored out of use.
2-Car DMU: DMBS W51370 & DMS W 51412 – This train has remained in service, being run on non-steam Sundays until recently when declining passenger numbers made it uneconomical to continue.Summer congestion at Tysewater!
Manchester, Sheffield & Lincoln six-wheel coach – A great deal of progress has been made recently on this vehicle. All of the doors now close properly, and all of the glass has been fitted in the windows and doors so that the interior can be kept dry. The partially burnt panelling around the guard’s doors has been removed, and new locking bolts for the double doors made and fitted. Various rotten mouldings are being renewed, and the exterior of the bodywork has been given a preliminary coat of paint to help protect it. A certain amount of work has also been done on painting the interior.
LNWR (Paddy) Coach – Work has started on this coach by a carpenter working on the Community Service Scheme. So far some of the doors have been re-fitted, and repairs have been carried out on the roof to try and waterproof it.
Battery charging – The station battery charger has now been rebuilt and connected into a network of underground cabling enabling a number of vehicles to be connected to it simultaneously.
Stop Press
The Board has agreed to purchase around 600 concrete sleepers, enough to relay track to the rear of the Burntwood Industrial Estate. Delivery will commence in the New Year.
The Annual October Transport Rally – Arthur Edwards
This year’s rally seemed to surpass all of the rallies that we’ve had over the last five or so years. There were more vehicles than previously, but all cordoned off in such a way that it seemed that we could have had at least half as many again.
I finished work at 2.45pm on the Friday afternoon to be at Chasewater by 3.00pm to help Dave Whittle, Rally Organiser, to put up the fencing. This involved finding the fencing stakes before I could start. Eventually it was time to make my way home, and I told Dave I would be there at 9.30am on Saturday.
I duly arrived at Brownhills West Station at the said time, collected the stakes and started to knock them in to cordon off all the stationary engines and their owners’ living quarters, caravans, mobile homes, etc.
Steam trains didn’t run until Sunday as one of Asbestos’ springs had to be re-fitted following its repair, but our illustrious General Manager (Steve Organ) decided to use his DMU set.
Sunday dawned with high skies and not a threat of rain. A few of us had to take the permanent way works train down to the far end of the running line to work on the extension. This had to be done as even after the departure of the Wickhams we were still a bit cramped in the available siding space. I digress slightly, anyway all went according to plan, and next year they are planning an even bigger event.
All credit on this occasion must go to Dave Whittle for the red-hot phone calls, and to his associate Paul Richards, with their mind-boggling train of events. All the best for next year’s rally. Thanks chaps, very much appreciated.
Commercial Manager’s Update – Rob Duffill
The season, apart from the two Santa dates which are in the future at the time of writing, is now over until Easter. However, we do continue to tick over during the winter months and any income we can generate from whatever source during this period is essential to keep the wheels turning.
In addition to the core aspects of running the buffet and shop, we have been to several exhibitions. These have been at the bonded warehouse in Stourbridge organised by Trev Cousins who was Secretary of our group in the 60s. Also the Warley Model Show at the NEC and the Societies and Hobbies Fair at Walsall Town Hall.
The NEC exhibition is in its second year and is over two days and very interesting. As usual John and I set up on the Friday and all went very smoothly as the Warley Show is very well organised. The hall was better laid out this year and the public avoided the jams of last year. We were opposite an ‘0’ gauge layout of the Taff Vale and a colliery with lots of industrials. Also, Trev Cousins has produced in ‘0’ and ’00’ a model of Hanbury from our own area. This 0-6-0ST Peckett was of very neat outline. Trev and Pete Stamper, both members from the 60s, would be pleased to sell you one. Our stand was fairly busy with its blend of both toys and relics and we exceeded last year’s takings.
The Hobbies and Societies Fair at Walsall was successful, not from the actual sales, but from the publicity point of view. A lot of interest in the Santa Specials was generated. Quite a few people looked at the old photos we had taken and said they were ex-miners who remembered them. We also displayed a Pelsall Millenium plate at both exhibitions. The Brownhills paper also took photos and promised free publicity, and several potentially useful contacts were made. This event was definitely worth John and Margaret’s (with Chris) time, and our fairly low entrance fee.
Well done to all who helped during 1994, the trick being to extract money from the public in as pleasant way as possible, and to try and make the most of it all and enjoy yourself. We look forward to next year’s opportunities to increase income with the line open over the causeway.
Bass Brewers Community Awards
Bass’s Grand to Chasewater
Chasewater Railway has received a Bass Brewers Community Award of £500 towards the £20,000 required to build the proposed carriage & wagon shed which we intend to build when funds are sufficient, and the North Orbital Road route has been finalised. The fund now stands at about £2,000, the majority having been raised by members through donations and profits from events and rallies.
For those who are not aware, this is the third year in succession that the railway has been a recipient of a Bass Brewers Community Award. In 1882 we received £300 towards the transport costs of removing redundant trackwork out of Hams Hall power station. 1993 saw a £250 award towards the purchase of rail, and £500 this year to the Carriage and Wagon fund.The presentation of the cheque at the end of the platform of Brownhills West Station platform, surrounded by what appears to be total darkness!
The presentation of the cheque took place on 27th September at 7.00pm at Brownhills West, and was presented to Alwyne Marsden and Tony Wheeler of the Carriage and Wagon Dept. (Looking at the official Bass picture, and the expression on Tony’s face, it would be easy to believe that it was Tony’s money he’s giving away rather than receiving it from Bass!).
The Award is now becoming an annual event with an open invitation to all working members and volunteers, to which over forty came, with husbands, wives and children. After the presentation of the cheque and pictures taken rather quicker than normal due to failing light, there was a trip down the line in the newly acquired DMUs by Railway members, Janice Clark, Regional Communications Manager for Bass and her photographer. This not only showed how previous awards had been wisely spent, but also showed how much progress had been made enabling us to go to the extreme end of the line where no DMU had gone before, over Spikey Bridge. (Since then the line has been laid through the platform at Norton Lakeside and on 30-10-1994, the first works train travelled through it).
On arrival at Brownhills West Station a buffet and liquid refreshment had been arranged, and was consumed by those present. With the evening turning into a social event, members could find time to talk and joke with each other in a more relaxed atmosphere, which is not often the case when running trains or events, or generally going about the various tasks on the railway.
Many thanks to those who came on the evening of the 27th, to Janice Clark, who I feel enjoyed the evening as much as we did, but also to Bass for their contribution to our railway.
I am afraid I must again start by apologising for the lateness of the last magazine. This was due to problems with its distribution rather than printing, but meant that the advertisements for the vehicle rally and the Warley Show were wasted. In view of this, the only advertisements printed in future, such as those in this issue, will be checked to ensure that they are so far out of date that they are of no use to anyone! There is, however, a rumour that a company called Regional Railways is still capable of operating to a few of the stations advertised, although I believe the fares have risen somewhat!
We at Chasewater are now on the verge of being able to run trains between two stations at last, but as the Christmas shopping facilities at Norton Lakeside are in fact somewhat limited, this year the Santa Specials will terminate short of the new station.
I would like to thank all the people who have helped with the magazine this year by writing articles, lending photos or with its production or distribution, and finally wish everyone a very
HAPPY CHRISTMAS AND PROSPEROUS NEW YEAR.
Locomotive News
Asbestos propels a train back towards Brownhills West on the day of the October 1993 Rally.
No.4 Asbestos – This engine has again managed to keep us in the steam railway business by carrying on single-handed without too many problems. On the day of the October rally the regulator caused a few headaches when it became even more stiff to operate than usual, inducing the occasional bout of slipping. Since then the gland has been stripped, cleaned and re-packed, and the dome cover has been removed to allow adjustment of the valve itself. Hopefully some improvement will be apparent at Christmas, if not we have a second chance before Easter.
No further problems have been experienced with leaking tubes, although it is still planned to renew the complete set after Christmas. One or two minor leaks have been re-caulked in the firebox, and again these will be checked during the Christmas steaming.
One or two minor repairs and improvements have been carried out, including the fitting of steam brake exhaust pipe in the smokebox so hopefully the fire will no longer blow-back when the brake is applied or released.
No.5 Sentinel – It has been decided to fit this loco with a new set of washout plugs as by the time the boiler has been tapped out to clean up the taper threads, the original plugs will be too small to fit. In the meantime work has continued with the repair of a pin hole in the main exhaust steam pipe which runs along the left of the loco from the engine to the blast nozzles in the chimney. The leak was first noticed during the last few steamings when emulsified oil started blowing down the frames.
The semi-circular slide valve which controls the rather complicated operation of the Weir pump has been repaired by the building up of its ports with weld and re-grinding back to shape. This should hopefully improve the operation of the pump by making it more controllable and less noisy.
Other work has included cleaning of the cab interior ready for painting, painting of the boiler barrel and re-fitting of some of the pipework.
S100 – Work is still progressing on the frames of this loco. The brake hangars are in place, and a new underkeep is being machined to replace a missing original.
No.3 Colin McAndrew – In a surprise move recently the boiler of this loco was sent away to Bridgnorth for the SVR boiler department to quote for repairs.
Fowler diesel hydraulic No.422015 – This loco has again been the mainstay of the diesel fleet, being used on works trains and for shunting. It has recently been suffering from low engine oil pressure thought to be caused by fuel dilution, and in addition the axle boxes have started running hot.
Ruston diesel electric DL7 – This loco is still serviceable, although the cab windows were smashed in a recent attack. This has not helped the loco’s usual winter problem of damp getting into the main generator and traction motor, as the rain can now drive in through the broken glass to soak the floor boards. Hopefully, after a bit of work it will be available as standby for the ‘Santa Specials’.
The Fowler diesel machanical No. 4100013 sandwiched between DMUs at Brownhills West
Fowler diesel mechanical No.4100013 – Following yet further work to its engine, this loco has been run to the causeway and back under its own power. Its use is limited at the moment, as due to its starter motor needing re-winding, it has to be started by another loco. Quite a bit of work still needs to be done, including refurbishment of the air system, however, it has been used on the works train, but the lack of starter motor meant that it had to be left idling all day.
L & Y No.1 (Motorail No.1947) – A replacement bearing brass for this loco has been purchased to enable it to be stood back on its wheels.
No.21 diesel – The engine of this loco is still dismantled although the pistons have had new rings fitted and have been re-fitted to the engine. The injectors have been cleaned and re-set ready for when the cylinder heads are re-fitted. The sump has also been cleaned ready for re-fitting.
New Acquisitions – All four of the new DMU cars mentioned in the last magazine have now arrived at Chasewater and are in various stages of repair or modification. This now makes a total of five asbestos-free coaches available for service. The spares for these cars are to a large extent interchangeable, and a large stock has actually been collected together over the last twelve months and stored at Chasewater.W51372
Pressed Steel Co. DMBS W51372 – Since its arrival just before Whitsun, this unit has remained coupled to W59444 to form the steam-hauled train. A bar, removed from the Wickham, has been installed in the Guard’s compartment, and a ramp is now available to allow access for disabled passengers through the double doors. Repainting in carmine and cream livery to match W59444 is almost complete, giving us a very smart two coach train. The history of this car is quite interesting. It was built in 1960 without asbestos in its construction for Paddington suburban services and was later transferred to Tyseley for use on the Cross-City line. In 1993 it was again transferred to TML and was the first DMU used to convey contractors through the Channel Tunnel during construction and has been through to France.W59603
Derby Works centre car M59603 – This car has remained out of use since its arrival at Chasewater. It is intended to repaint it in carmine and cream livery to match our other loco hauled stock. This centre car was built in 1959 and used on the St. Pancras to Bedford service. Later it was transferred to Tyseley to strengthen their 3-car 116 and 117 sets from 3-car up to 4-car.
Derby Works centre car W59444 – This car has remained in service, running since Whitsun coupled to W51372 on steam-hauled trains. The repaint into carmine and cream livery has recently received the finishing touches of lining and numbers.W51370
Pressed Steel Co. DMBS W51370 & DMS W51412 – This class 117 DMU has been purchased by Steve Organ for use at Chasewater. Built in 1960 without asbestos in their construction, these two cars worked out of Paddington until they were transferred to work over the Cornish branch lines. They eventually ended their working lives at Tyseley. Both cars were in excellent condition on their arrival at Chasewater due to work carried out on them by our members whilst still at Tyseley. They have already been put to use this summer on a number of mid-week school specials, and it is also intended to run the on non-steam Sundays and Saturdays. Eventually the cars will be repainted in early BR green livery.
Wickhams E56171 & E50416 – Since their sale, these two cars have remained at Chasewater awaiting their removal to Llangollen. In August contractors, paid for by the new owners, stripped both of these cars of their asbestos. The interior of these vehicles was completely gutted right through to the steel framework and aluminium skin, which appeared to be in excellent condition. Finally, on Monday 12th September the first car was removed by low-loader to its new home, followed the next day by the other half of the two-car set. This has now relieved our immediate problem of lack of siding space for our own rolling stock, but more importantly, means the end of the liability of having asbestos insulated stock on our site.
Tank Wagon – Steve Organ has also purchased a tank wagon from Redditch Railway Society. This vehicle, which is relatively modern, was built in 1963 by Chas, Roberts. It is 15ft. wheelbase, with roller bearings and is vacuum brake fitted. It was originally donated by Shell Oil UK and renovated by Wagon Repairs Ltd in 1981. Whilst still in service the wagon had received a general repair in 1979.
4-Plank coal wagon – Tony Wheeler has now finished the re-paint of this wagon into the livery of the ‘Conduit Colliery’. The only outstanding work is the renewal of one of the springs which looks to be highly dubious.The 4-plank wagon in the livery of one of our local pits, ‘Conduit Colliery’
Manchester, Sheffield & Lincoln 6-wheel coach – Work has begun on sanding down and painting the body panels of this coach.
Other Vintage Stock – Very little work appears to have been carried out on any other vehicles this summer.
Works Train – The 20-ton Great Western Toad and the Southern brake van have run together for most of the summer to form the basis of the works train. The 21-ton steel mineral wagon which had been full of scrap has been emptied and the door hinges un-seized. Since then it has been used to carry ash ballast to the causeway for track laying. The flat (ex hopper) wagon has also assisted in this. Obviously as the railway gets longer we are becoming more reliant on a works train to carry materials and provide shelter. The middle of nowhere beyond Norton Lakeside is no place to be in the middle of winter with only a platelayer’s trolley.
Shed Fund – This fund is increasing steadily. Meanwhile a rough track-bed has been cleared to give access to the proposed site on the side of the existing loco shed yard so that track can be laid for temporary storage of stock.
The Redditch Railway Society – Keith Day
The Society, formed 1981, whose original aims were to operate trains over the Redditch to Barnt Green Branch have given up its base and equipment at Dixon’s Sidings site, Enfield Industrial Estate, Redditch, together with plans of running trains.
It was decided by the Society that since the refurbishment and electrification of the branch, the Society’s original aims could never be brought to fruition. On the land leased since 1983 by the Society from Redditch Council are remains of the old Redditch loco shed, which comprises of the shed wall footings and part of the inspection pit. Apart from the track and various railway relics, the Society owned an 0-4-0DM Fowler No.410013/1948, plant N0.1301 donated to them from Garringtons of Bromsgrove. The Society is to carry on as a film and social society.
Some 300ft. of trackwork and the diesel loco have been donated to us at Chasewater by the Society. Lifting and dismantling of the track took place over several weekends by members of both societies. Removal was only possible by mobile crane from access gained with consent of the cement works next door to the sidings. Track was loaded onto lorries on Saturday 23rd April, and moved to Chasewater the same day. The track is to be used on the causeway extension.
The Fowler, under the custodianship of Andy Mould and Chris Hatton, is to be returned to working order in Garrington’s livery in the near future, with work on its engine taking priority as it has been out of use for the last two years.
Redditch Railway Society’s tanker wagon has been purchased by Steve Organ, and was recently removed to Chasewater.
It is hoped that some members of the Redditch Railway Society will follow the loco and track to Chasewater, where a warm welcome will be given.
The second and final batch of track has now arrived from Four Ashes and is being put to good use by the Permanent Way Gang. The works train has had to spend every Sunday ‘out of section’ at the end of the causeway just to make enough room for passenger trains, as with the amount of rolling stock now on site there is insufficient siding space at Brownhills West. The track gang have put this situation to good use, and at the present rate of progress track will be in front of the platform at Norton Lakeside well before the end of this year.
In order to quantify the progress already made, and to assist with the planning of the future extension of the line, David Bathurst has produced the chart below showing distances between various points on the railway.
All distances were measured by pushing a pedometer along the head of the rail, and sleeper ends were marked with yellow paint at 100 metre intervals. The ‘Zero Point’ was chosen as the gate post at the end of the loco shed yard, as after the motorway is built it is likely to be the closest surviving landmark to Brownhills West station. When the time comes, new measurements can be made into the replacement station from the same spot.
The chart shows that we are currently running passenger trains over a distance of about a mile to the present running line limit almost half-way across the causeway. When we ultimately reach Anglesey Wharf the total distance (estimated over the final section) will be around 2¾ miles, assuming that nothing is lost or added by the repositioning of Brownhills West Station (nice dream, but that’s all!).
173 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Autumn 1994 – Part 2
Locomotive News
No.4 Asbestos – This engine has run exceptionally well considering the dubious start to the season. Since then a total of twenty-two boiler tubes have been renewed and seem to have cured the problem of leakage at the firebox end. Another 124 new tubes have now been acquired and are stacked in the shed ready to complete the re-tubing at the end of the running season. Slight weepage of a few stays and part of the foundation ring will also have to be corrected.
The latest batch of Russian coal, although somewhat smoky, is giving excellent results without the problem of clinkering inherent in the last lot. This is just as well, as with trains running every Sunday in this summer’s hot weather the last thing anyone wants to do is rake the fire through after every other trip.
Asbestos with a three-coach test train stands on the causeway ready to return to Brownhills West
No.5 Sentinel – Progress on this loco remains slow, although the boiler is now ready for its hydraulic test. All of the boiler fittings have been refurbished and will be hydrauliced along with the boiler. The injector has been moved to the fireman’s side of the cab and that and the Weir pump are being re-piped in such a way that they can be drained easily in winter to prevent frost damage.
S100 – Work has continued with the manufacture of new mountings for the brake hangers to replace the original items which were somewhat bodged and worn out.
Fowler diesel hydraulic No.422015 – Replacement injectors have been acquired and fitted to the engine of this loco with the result that its performance has been transformed. A few other minor problems have occurred, but it has remained in regular use for shunting and works trains.
Ruston diesel electric DL7 – One of the starting air valves of this loco has had to be renewed due to a damaged seat in the original. A fuel leak from one of the injector pipes has also been rectified. The loco is serviceable but has remained out of use mainly due to passenger trains being steam hauled throughout July and August.
Fowler diesel mechanical No.410013 – Following arrival from Redditch this loco has had its engine de-seized, the injectors have received attention and the engine has been run. Faults have been found with the injection pump and governor and these have now been removed for attention. Following completion of the air system overhaul the loco should be able to enter traffic.The new Fowler stands in the platform shortly after its arrival from Redditch
L&Y No1 (Motorail No.1947) – All of the axleboxes and springs have now been stripped and rebuilt and a new bearing is being made to replace one which was stolen recently. Once the sandboxes and inside of the body castings have been stripped and primed the loco will be ready for craning from its present position in front of the museum coach so that final erection can begin.
No.21 diesel – This loco is making steady progress, the engine is now complete but still awaiting cylinder head gaskets. It is hoped that it may be running for the Diesel Gala which is a new event to be held for the first time in September.
Lion – Following its removal to Foxfield last Autumn this loco entered service at Easter, running initially double-headed with ‘Harwarden’ The vacuum brake hoses were apparently awkward to couple as ours at Chasewater are the opposite side to ‘normal’ to suit our DMU stock.
Smith Rodley crane – This again remained out of use awaiting a potential purchaser. So far a couple of enquiries have been received but no offers have been forthcoming.
From the Board Room
The Board has been actively involved in a number of new initiatives, while various on-going matters have been subjected to scrutiny and, where necessary, review. The following will be of general interest to the membership.
1. Personal circumstances have brought about the resignation from the Board of Les Emery. However, Les has indicated a willingness to continue with his other roles on the railway.
2. The Board has agreed to the co-option of Company Secretary Andy Clegg to the Board.
3. The trading name of the company has been changed to the “Chasewater Railway”. Previous official and unofficial trading (‘Chasewater Steam Railway’, ‘Chasewater Light Railway’, etc.) are no longer considered suitable and are felt to give a misleading impression of the nature of our current and future operations.
4. In an attempt to encourage family travel during this period of continual financial restraint, the price of the Family Rover has been reduced, until further notice, from £5.80 to £4.95.
5. During the course of the nest few months, the Board is to produce a new business plan for the purpose of clearly defining objectives and priorities, and how they might be best achieved within the resources (including financial and manpower) expected to become available. Associated with this proposal is the revival of the concept of departmental heads, holding pre-determined budgets, to give focus to the completion of the many and varied tasks necessary for the railway to both exist and develop.
6. The Board has responded to a plea from Rallies Organiser Dave Whittle by delegating various aspects and responsibilities to specified individuals. Thanks largely to the efforts of Dave, the Chasewater Rallies are rapidly gaining in reputation, with Paul Richards taking up much of the strain as Administrative Officer.
7. On other fronts:
· Negotiations are proceeding with HM Railway Inspectorate in relation to the extension into, and construction of, Norton Lakeside Station.
· The railway was represented at a meeting of Chasewater user groups hosted by Lichfield DC, and arranged on a largely social basis for the various groups to meet the Members and relevant Officers of the District Council.
· Lichfield District Council has generously offered grant aid to the railway in the sum of £1,000 by way of a contribution towards forthcoming expenditure. This generous act by the District Council signals a solid measure of support for the railway by its new ‘landlord’.
· Accommodation at Brownhills West has become a problem in consequence of stock acquisition, (4 DMU coaches plus one tanker wagon). However, this should be relieved by the imminent removal of one (at least) of the Wickhams, and the Board is still anxious to dispose of the crane (preferably to a good home on another railway) as a matter of priority.
· The transfer of records from Adrian Hall should enable Paul Richards to take up his responsibilities as Membership Officer with early effect.
· The Board has agreed strategy towards bidding for the trackwork at Bromford Sidings, and has noted that the remaining trackwork at Four Ashes is due to transfer to Chasewater in August.
This story started back in October, 1993 when a Mr. James Bates of Synthetic Chemicals paid us a visit with the news that his company was doing away with its railway network, which connected with the BR Wolverhampton to Stafford line at four Ashes. Jim told us that a number of items, some chairs and a point lever had been disconnected and were surplus.
The following weekend Paul Whittaker, Dave Borthwick, Tony Wheeler and Keith Day drove over to Synthetic Chemicals to collect the items which were brought back and stored at Chasewater. Jim said that the company would have to consider all the pros and cons on how to deal with the demise of the rest of its railway network.
In the spring of this year we learned that Synthetic Chemicals had generously donated the rest of their track to the CLR, and on May 7th a gang of our P.Way staff went back to Four Ashes to make a start on the dismantling. All of the fishplates were unbolted, some of the pointwork was split up and all of the keys were removed and brought back to Chasewater.
The second week was spent doing more or less the same again, at the end of which Chris Chivers informed me that the track was all ready for lifting in 60ft panels.
The next week, after mid-week phone calls, we managed to get a crew for the lift at SC. Meanwhile back at Chasewater Ian Buswell was hard at work with the JCB levelling the site ready for the pointwork and 30ft track panels which will be used eventually for our new sidings and shed.Nothing to do with the post – just looks nice! Beattie Well Tank in Brownhils West
Over at Synthetic Chemicals three of Cotton’s artic lorries were waiting for their loads. At around 10.30am the first lorry was ready, and Steve asked me to return to Chasewater with it to oversee the unloading. Curly brought his lorry up, and Harold set up his crane to lift the top panel, Curly then moved his lorry further forward, and Harold dropped the panel in more or less the right place. This process was repeated until the lorry was unloaded and the next one arrived.
At around 1.00pm on the Saturday the rain started, and did it come down?! By about 4.30pm I was absolutely soaked. Funnily I had brought my wet suit but it was in Steve’s car and I didn’t have time to put it on anyway. I thought it was about time to be heading back to the station where my Better Half was waiting to get away.
Ian told me on the following day he finally got away at about 8.3pm.
The new track panels stretch from the end of our current running line right across the causeway and through the platform of the new station, and there are still another two or three loads to come.
Thanks must go to Cotton’s Transport and Safe Load Indicators who provided the lorries and cranes.
Since the arrival of the panels work has started on fishplating them all together and jacking and packing to achieve the correct level and alignment. This method of tracklaying is obviously much quicker than our traditional way and it is likely that we will have a train in front of the new platform very shortly.
The Causeway Station NameWorks train into Norton Lakeside
At the meeting on 25th March, the Board gave due consideration to the names proposed by members for the causeway station, previously referred to by the unflattering (but geographically correct) name of ‘Norton Bog’.
Members will recall that the Board had agreed to a form of competition, so that those who submitted the name eventually adopted by the Board will receive family tickets for the day of the first official public service into the new station.
The following names were suggested by members and other interested parties:
Nominations for ‘Norton Lakeside’ were submitted by Mr.J.P.Merriman, and Mr.Chris Hatton, both of whom will be official guests on the due date. The three Board members who submitted the name are disqualified from the competition!!
By way of thanking the other members who took the trouble to submit suggestions, the Board has also agreed to offer a small token of appreciation.
David Bathurst – ChairmanPassenger train leaving Norton Lakeside
From Chasewater News Winter 93 – Spring 94 – Part 4
From The Board Room – David Bathurst, Acting Chairman.
With so many initiatives being worked-up on the railway at the present time, the Board is finding itself with an ever-increasing agenda. Indeed, the Board Meeting held on 20th December failed to complete its business and had to be adjourned.
To enable members to be aware of the work being done on behalf of the Company, it is hoped to publish from time to time a brief resumé of matters currently under consideration by the Board.
This short note is not intended to cover all details of the Board’s business, but I trust it will be of interest to members.
1. Following damage to the park which occurred during the movement of rolling stock, which resulted in considerable correspondence from the Council, it has been agreed that all such movements must in future be cleared with the general manager, and the crossing of grassed areas under the Council’s jurisdiction will not be permitted.
2. A framework for crew training is to be considered in conjunction with the Roster Clerk, so as to maximise the potential of prospective crew members. This will include both steam and diesel traction.
3. The rostering of trainee firemen under the supervision of a passed fireman will be discontinued. Trainee firemen will in the future act under the direct supervision of the driver.
4. Only drivers and passed firemen acting under the supervision of the driver shall be permitted to drive steam locomotives while hauling passenger trains.
5. In view of steam locomotive footplate constraints, only rostered crew and other authorised persons (including official guests) shall be permitted to ride on the footplate.
6. The Board has agreed to the disposal of the crane, in view of its limited use by the CLR and the liabilities associated with it. The availability of the crane, by way of sale, is to be advertised in the railway press.
7. Paul Richards is to assume responsibility as Membership Officer as successor to Adrian Hall. The date for transfer of membership details has yet to be agreed, being dependent on the setting up of suitable computer software.
8. A shed fund has been opened, with a small sum banked to set the ball rolling.
9. In view of the shortage of siding accommodation, any future proposals to introduce further items of rolling stock to the railway will have to be cleared by a sub-committee constituted by the Board.
10. It is considered essential for the CLR to enter into proper agreements with private owners of rolling stock, and perhaps other plant and equipment, which is residing at Chasewater. The introduction of such agreements is intended to provide a clearer relationship between the parties, and to protect the interests of both the CLR and the private owners concerned.
11. Work on the causeway restoration scheme is proceeding rapidly, and should be completed during the spring/early summer. However, it will be necessary to obtain the approval of HMRI before long. Thanks to a donor who wishes to be anonymous, a footbridge has arrived on site on the causeway.The recently installed footbridge at the far end of the causeway. This bridge was located, donated and installed all in the space of a few days. It will provide pedestrian access alongside the existing railway bridge.
12. Consultations are proceeding with Lichfield District Council to secure the land which will be needed in the future to extend the line to Anglesey Wharf, but this may be delayed owing to the uncertainties associated with the line of the Burntwood Western By-pass.
13. Consultations are also proceeding with the Birmingham Northern Relief Road promoters regarding the relocation of Brownhills West Station. Track layouts have been prepared by Regional Railways as a basis for discussion.
14. The disposal to Llangollen of the Wickhams, following asbestos removal, has been confirmed by the Board, subject to suitable arrangements having been made with regard to replacement passenger stock.
169 – Bits and Pieces
169 – Chasewater Railway Museum Bits and Pieces
From the Editorial – Nigel Canning
This issue of Chasewater News records our recent visit with ‘Asbestos’ and a brake van to Bromford Tube Works. The majority of the magazine has been taken up by photos taken by members in an attempt to record the layout of the railway system in the works which has now sadly closed.
A great deal has been happening at Chasewater since the last issue. Our coaching stock problem has been solved, although it may have created another one – lack of siding space; and track is being laid to the new station, which now has a name.
Locomotive News
No.4 Asbestos – This loco got through its visual examination and steam test without problem, although the Inspector did comment on the condition of some of the boiler tubes, and that if any of them failed the entire set would have to be replaced. As if to emphasise the point, a number of tubes started to leak at Bromford following some energetic running, and have given trouble ever since.
Following renewal of the worst two tubes, the loco ran on Easter Sunday, but failed with further tubes leaking on the Monday. After that, a further dozen tubes were renewed enabling the loco to run on Bank Holiday Sunday, only to fail again on the Monday.
Enough new tubes have been ordered to renew the entire set, some of which must be in excess of fifteen years old. Whilst awaiting delivery of the full set, a further twelve have been renewed to enable trains to run at Spring Bank Holiday.
Apart from the tube problem the loco has continued to run well, and due to its being returned from Bromford facing the other way round, looks better hauling trains chimney first in its freshly painted green livery.
No.5 Sentinel – Very little progress has been made on this loco due mainly to the amount of work needed to try and keep Asbestos running. The boiler has, however, now been re-assembled, and the fittings are being refurbished off-site.
S100 – Work has continued on another of the four big leaf springs, the buckle of which was heated to expand it prior to assembly in Asbestos’s firebox. Various bits and pieces of brake rigging have also been fitted to the frames.
Fowler diesel – This loco has remained in service, used for shunting and works trains.
Ruston DL7 – In a surprise operation just prior to Easter this loco was fitted with an exhauster, valves and pipework to enable it to work vacuum braked passenger trains. Since then it has completed several days of passenger train operation including ’extra’ non-advertised days as well as standing in for Asbestos. Being unaccustomed to such intensive running, one of the axle boxes began to overheat, requiring stripping and cleaning. The drive belt for the low voltage dynamo also caused a problem by disintegrating half way down the line. This was, however, repaired fairly quickly without the train having to be rescued by another loco. The general public appear unaware of the difference between the diesel and Asbestos, although to be fair, they are both painted the same shade of green and produce roughly similar quantities of smoke when running!
L&Y petrol loco – This loco seems to have been abandoned for the time being with various bits scattered around the station yard and loco shed. Hopefully the re-assembly will commence shortly!
No.21 diesel – The engine for this loco is awaiting new cylinder head gaskets, and when fitted an attempt will be made to finally get it running again.
New Fowler – This four-coupled diesel mechanical loco appeared on site recently having been acquired from a preservation society in Redditch. Following an attempt to tow-start the loco, it was found that the fuel injection pump needed repair, and this has since been removed. Various other components have also been removed for attention so it could be some time before the loco is runnable.
Smith Rodley crane – this vehicle has remained out of use and has been pushed out of the way up No.3 road until a buyer can be found for it.
Carriage & Wagon News
New coaching stock – At long last replacements for the 2-car Wickham DMU and the recently departed Gloucester trailer have been found and began to arrive at Chasewater at the end of May. A total of four additional vehicles have been purchased from BR, a centre car and three power cars.
The first of these vehicles, a Pressed Steel Co. motor brake second, W51372, arrived in time to run at Whitsun. The recent history of this vehicle is quite interesting as it is one of several used by the contractors of the Channel Tunnel and has been through to France. A maintenance record book found in the drivers’ cab refers to various faults as being at “the French end” of the train.
Ultimately it is intended to retain two of the four for use as a working DMU in BR green livery, whilst the other two will be used as loco-hauled stock. Hopefully full details of the new stock will be included in the next magazine.
Wickhams E56171 & E50416 – The trailer car remained in service on passenger trains until just before Whitsun, when a vacuum leak in the brake system caused serious problems. In view of the impending arrival of the replacements it was withdrawn from use. The power car has also remained out of use.
Payment for the Wickhams has now been received from Llangollen, although a date has not yet been set for their removal from Chasewater. This is likely to cause a space problem, as with the new arrivals there will be a total of seven DMU cars on site for a while.
Derby centre car W59444 – This coach has remained in service although it has been noticed that the surface of one of its tyres has started to flake away. Advice is being sought as to whether it can be repaired.
20 ton Great Western Toad – This vehicle was ‘done up’ to run at Bromford Tube with Asbestos. If nothing else it has benefited from having the rust worn off its brake blocks, as it covered most of the distance at Bromford with its brake screwed hard on!
CRC 4-plank wagon – Progress on the wagon has continued and it now appears to be back in one piece. Tony Wheeler has started on the paintwork with the intention of finishing it in the livery of the ‘Conduit Colliery Company’.
Great Eastern six-wheel passenger brake – With the coming of better weather Dave Borthwick has started again on painting this vehicle.
Other vintage stock – No work appears to have been carried out on any other vehicles although this situation will hopefully improve during the course of the summer.
Shed Fund – This fund is now well underway so that by the time the route of the motorway is finally settled there may be enough money to make a start on this project. Meanwhile donations will be gratefully received by the Treasurer, Chris Chivers.
I’m sorry but I can’t remember who took the photographs.
From Chasewater News Winter 93 – Spring 94 – Part 2
FromA New Year’s Message from the Chairman
Without doubt, 1993 was a most interesting year for everyone associated with the CLR.
Obviously, the work on the ‘extension’ represents the most tangible of our successes in 1993, culminating in the decision of the Railway Inspector, Mr. Colin Law, to pass this further stretch of line in time for the Transport Rally in October. Immediately, our running line increased by over 50% in length, enabling us to market the CLR as a real railway with a real product on offer. With eminent guests from Lichfield District Council and Burntwood Town Council in attendance, after a very short, informal, ‘Opening Ceremony’, the Lichfield DC Vice Chairman Councillor Mrs. E.J.Bayliss waved off the 12 noon departure. This, as with most trains that day, was virtually full, with passengers having some little difficulty in finding seats of their choice.Photo: DMB
Councillor Mrs. Bayliss subsequently wrote a most charming letter to me, and I think it is appropriate to reproduce her letter in full –
“13th October 1993
Dear Mr. Bathurst,
Thank you very much for a lovely day at the Chasewater Light Railway and Museum Company’s Annual Transport and Machinery Rally and for the privilege of officially opening the new stretch of railway line. My husband and I found the Rally in Chasewater Park most enjoyable and interesting and we wish you well for the future.
The District Council looks forward to working with you further in the future when the whole of Chasewater comes within the boundaries of this Authority.
Yours Sincerely,
Cllr Mrs.E.J.Bayliss
Vice Chairman of Council.”
I hardly need to comment on how important it is for the CLR to enter into a good dialogue with both the elected members and officers of Lichfield DC, whose respect for the CLR will, for certain, be influenced by the professionalism with which we maintain our operations.
General Manager’s Report and Boardroom Notes – Steve Organ
At the last meeting, the Board decided that certain changes should be made to reflect more accurately the roles required to be played by certain Board members. As a result, I have relinquished the role of Chairman after seven years in office, and have been appointed General Manager. David Bathurst has consented to act as Chairman. The changes reflect the fact that I have perhaps more time than other Board members to supervise works being carried out during the week, and my new role gives me the opportunity to act as a liaising officer for the various projects being worked on at the railway. I think that the Board also wants me to have the task of seeing to fruition the various projects that I have initiated during my tenancy as Chairman!
I first wish to thank Tony Sale for the work that he carried out as General Manager for more years than I care to remember, and to say how grateful I am that he has offered to administer the engineering records and locomotive examinations, as well as overseeing the Loco Department.
When Adrian Hall and I arranged the present company and administration in 1986, and engineered the amalgamation of the old Society and Company into the present Charitable Trust, the membership made it quite clear that the most desirable change to the old ‘set-up’ was to transform the Company into a real railway, running trains all the way along our leased trackbed to Burntwood, and perhaps towards Anglesey Basin and beyond. In the first magazine produced by the new Company, I wrote a long piece entitled ‘The Lost Causeway’, about the perilous state of the old causeway that once carried the railway across the northern part of Chasewater, then severely eroded by wave action. It was quite clear that if we were ever to fulfil our ambitions, the causeway would need a huge scheme of works tore-establish the old link. Mindful of that, it was decided that we would seek ways of carrying out those works, whilst in the meantime rebuilding the permanent way to the causeway from Brownhills West. David Bathurst has described in previous magazines some of the ways we have attempted to bridge the causeway gap. That scheme is at last well under way, with well over 30,000 tons of infill having already been delivered and landscaped, with completion envisaged around December 1993. In the meantime, tracklaying gangs have achieved a great milestone marked by a visit by HM inspector of Railways in September, during the course of which visit we were given authority, subject to completion of certain works, to operate passenger trains to the start of the causeway on and from our Autumn Vintage and General Rally on October 10th.A recent view of the causeway showing the scale of the earthworks, and the track in place. The pylon on the left has been demolished since this photo was taken greatly improving the scene.
The most difficult of the outstanding works are to re-pack the whole of the relaid section as a certain amount of settlement has occurred, an inevitable result of the complete rebuilding of that section of line, so any Saturday or Sunday that you have time to spare, come on down. We will find plenty for you to do. This doubling of the railway’s operational line with passenger traffic to the start of the causeway for the first time ever can only happen if our efforts continue apace.
August Bank Holiday weekend saw an historic event, when the first four lengths of concrete-sleepered track were placed on the new causeway. Using a sleeper refurbishment technique developed by Dave Borthwick and Keith Day, which received very favourable comment from the Railway Inspector, a very hard worked team really showed their pace. No further tracklaying is likely to take place before early December, as the rest of the causeway is nowhere near complete. It is also necessary to stockpile huge quantities of ash ballast and topsoil ready for the final shaping of the causeway once the arrival and compacting of fill materials is complete, and the only place available to stockpile is on the completed areas of the causeway itself.
The station on the northern side of the causeway is under construction, and by the time you read this, the platform should be complete except for coping stones and the northern ramp.
Our aim is to open to a Civic Reception on Good Friday, 1st April, 1994. Come and help!!!Norton Lakeside 1992
Motorway Update
Revised plans for our new relocated station at Brownhills West, with associated works yard, are under preparation by Ove Arup and Partners after consultation between Midland Expressway and the Railway’s negotiators (i.e. David Bathurst and Steve Organ). MEL’s Consultation Manager, John Burton, has told me today (21st September) that ‘a scheme’ will be ready by mid-October. I hope that he is right, because new sidings are urgently needed, and we must plan them to tie up with the motorway’s scheme.
The railway is an exciting place just now. Dreams have become plans and are now hardening into reality. All members of our group have a part to play – come and help make it so!!
Chasewater Railway Museum 