As if Dave Bathurst’s ‘Hole in the ground’ article wasn’t enough PW news for one magazine, the track gang have continued to make progress on the existing section of railway. A number of bad rail joints have been re-packed and work has continued on extending the line-side fencing up to the start of the causeway.
A number of lengths of 60 ft bullhead rail have been bought in so that as soon as the earthworks on the causeway are complete we can lay track across with the minimum of delay. This is important, as it has been whispered that the Railway Inspectorate may be invited to inspect the line in the autumn for running through to Norton Bog station in time for Gricers Day! If this is to become reality the track gang will need all the help they can get. PLEASE if you can, spend a Sunday helping on the line – you will be most welcome!
The E1 at Cranmore – Barry Bull
Asbestos with E1 No.9 on crossing at Chasewater
The E1 hauled passenger coaches for the first time since its days on the Cannock Wood ‘Paddy Train’ when it worked a three coach test train from Cranmore to Mendip and back on October 24th 1992. Further problems were experienced with the regulator blowing by, and also with a far from efficient steam brake. Apparently when the brake was applied the piston was found to be hitting the cab floor!
Further rectification work having been carried out the loco is now in the paint shop and further steam trials are planned before an entry into service, hopefully by mid to late summer 1993.
The Colliery Line – Dave Whittle
One Sunday just before Christmas, Nigel Canning mentioned that two adverts were to be placed in the next issue of Chasewater News.
“What’s this” I thought “Is Arthur selling his Montego or is Clippie going into the leisure business with caravan holidays at Chasewater?”
Seriously, one of the adverts was for the position of Publicity Officer fro the railway. After a few minutes the message came through loud and clear – I had been complaining for a long time about the lack of press coverage we had been getting, along with the lack of finance this had been directly responsible for. I gat the message “put your money where your mouth is”.
After a few words with a few people, yours truly became the new holder of this position.
Many hours of thought went into the next move. What are we going to tell the world about Chasewater, and what are we trying to achieve at our beloved railway?
Over a lunchtime cuppa with Steve Organ and Rob Duffill I outlined my ideas. Unless there was a change in government or a second coming of the industrial revolution, Chasewater would not be main-line linked for the foreseeable future.
Let us sell our strengths and tell everyone what we have and what we are trying to do. Our roots are very clearly in the Cannock Chase coalfield, so the colliery line was the name to use. Now we had an identity – “The Colliery Line”.
A chance conversation with my brother, (a miner in the Nottinghamshire coalfield) made me think that with a few strings pulled in the right direction we might be able to acquire some redundant mining relics to put round the site to give it some atmosphere.
British Coal were contacted at Clipstone, and after a short period of time, two one ton pit tubs (mine cars), a length of track and a pulley wheel were ours. Many thanks to Martin Bradshaw of British Coal for his efforts in making these items available to us.The two tubs on Brownhills West Station 2012
The main task now was to tell all the railway publications and let them know that we were alive and kicking. The response from the press has been first class, all were pleased to hear that all was well and that we were progressing.
“Give us as much as you can and we will give you the space” was their reply.
Now, after many hours of writing numerous articles, the show seems to be on the road, let’s hope that it brings the rewards we think it will.
160 – Chasewater Railway Museum Bits & Pieces From Chasewater News Summer 1993 –Part 3 The value of a hole in the ground David Bathurst
This pic is for the benefit of those who didn’t get to see the chimney in the previous post!
160 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Summer 1993 –Part 3
The value of a hole in the ground
David Bathurst
In an edition of ‘Chasewater News’ last year (Bits & Pieces No. 152) I outlined the possible use of derelict land grant (DLG) to enable the railway to achieve one of its most important projects – the restoration of the causeway. The possibility had arisen for a number of reasons, including the fact that the Staffs County Council was preparing a derelict land scheme to reclaim the Norton Bog area of Chasewater, directly adjacent to the causeway.
The Staffs CC scheme was, however, delayed owing to the need to consult British Coal in respect of the coal stocks which might be recovered from Norton Bog. If the Staffs CC scheme were to proceed, it was suggested that the causeway restoration could form a later stage of that scheme. The mechanism to achieve this proposal was itself very complicated, with the causeway mainly falling within Walsall Council’s boundary.
Since the date of my earlier article, many events have taken place, including the decision of the Boundary Commission to transfer much of Chasewater into Lichfield District Council (and thereby under the planning jurisdiction of Staffs CC) from 1st April 1994. This transfer also includes land ownerships, much to the dismay of Walsall Council. The proposed transfer has direct implications for the railway, namely the short-term difficulties of having to take account of an additional local authority and the longer-term benefits of having to deal with fewer local authorities!!
Against this backdrop of DLG and the involvement of the various local authorities, members who visit the railway regularly will have some difficulty in reconciling the information which I have so far provided, with the events ‘on the ground’. Indeed by the time this article appears in print, there is a prospect that most – if natal – of the causeway restoration will have been completed. Not only has a very substantial access roadway been laid from Hednesford Road (rear of the station area ‘top’ compound), but similarly substantial works will have been completed to prepare the causeway to receive substantial inert fill materials.
‘But how is this possible?’ is the question likely to be asked by many members – especially those members who will have appreciated the massive scale of the restoration project. It is a valid question, particularly in light of the knowledge gained by the CLR Board regarding just how much fill material (perhaps 10,000 tons) and manual resources are necessary to undertake the work.
One of the earliest lessons which I learned upon joining my current employers was the value of owning a hole in the ground. As time passes and demands on space increase, coupled with the ever-present vigilance of the environmental lobbyists, local authorities and private organisations are finding it increasingly difficult to dispose of unwanted materials. Although it is of no concern to the railway, everyone must be aware of the problem of dealing with household waste. Exactly the same problem arises in respect of disposing of hard waste which is generated through the day-to-day operations of a large local authority. Most of this material has to be sent to licensed tips – sometimes a great distance away – at a significant cost both in terms of transport and tipping fees. If you own a hole in the ground, and you can secure the necessary planning and/or other permissions to fill it, then you have a most valuable asset.
I think that few of us involved with the railway fully appreciated that the causeway might be regarded as a ‘hole in the ground; in reverse! But that is precisely what it is.Causeway December 1992
Even before the previous article appeared in print, representations were being made to the railway to the effect that Walsall Council’s Highways Direct Labour Organisation (DLO) would be prepared to undertake a restoration project, using the causeway as a suitable location for filling with appropriate inert (and environmentally acceptable) materials. It would be, and continues to be, a finely balanced financial equation. It was to be based entirely on commercial considerations. It was not to be regarded as a favour to the railway. It was to be based on the financial benefit to be obtained by the DLO, but with the railway enjoying a similar benefit, albeit not in directly financial terms.
The proposal can be summarised thus: a proportion of the savings made by the DLO by not incurring tipping charges in the private sector could be allocated to the works necessary to transport materials and employ heavy plant to spread, profile and consolidate the causeway to specifications laid down by the railway. In addition to its routine programme of road maintenance, the DLO is for ever tendering for major highway projects, including bridge and similar schemes, all of which result in materials having to be disposed of.
I have no wish to expend too much time and space in describing all of the individual aspects of the project which have had to be addressed before work could start. I can say, however, that many hours of discussions and consultations have been necessary, and dozens of phone calls made, to ensure (so far as is possible) the support and co-operation of the various agencies involved. The detailed discussions have necessarily been limited to a mere handful of railway personnel, so as to concentrate lines of communication.
These discussions have included such details as how to deal with the rare (or rarish) plant life growing on the causeway. It has been necessary to remember that the railway’s activities include certain designated areas, including a SSSI and a SINC (abbreviations well known to those of you with wild life interests), which have required close liaison with Walsall Council’s Planning and Leisure Services Departments. I must place on record the tremendous help, support and co-operation of the Officers who have been involved in this particular aspect, including the Countryside Officer who gave the CLR Chairman (the author of this article at the time) a crash course in rare plant recognition!!Causeway South 1992
There have been a number of false starts to the project. Initially, it was intended to import the materials from the bridge reconstruction scheme at the High Bridges on the Pelsall to Brownhills road. I suppose that it was inevitable that something would go wrong, and so it did. The weather immediately after Christmas reduced Chasewater Park to a bog, making it completely impossible to even consider moving any form of heavy vehicle into or through the park. Each time the weather seemed to improve, it immediately deteriorated again, resulting in a further deferral of the start date. I hardly need to remind certain members of the dangers associated with driving vehicles in close proximity of the Chasewater reservoir without taking the precaution of wearing a life-jacket and having flares (as opposed to railway detonators) immediately to hand. (While working with the dumper truck it got a bit too close and slipped into the water!! Bits & Pieces No. 151)Causeway December 1992
However, an upturn in the weather enabled everyone concerned to agree to an early May start date, and work on laying the access road commenced in earnest on the first Tuesday in May. Regrettably, the attentions of the local riff-raff were directed to the contractor’s JCB, which attempted to emulate the dumper truck in trying to carry out work within the Chasewater Reservoir itself. Despite this set-back, the work has continued according to plan.
In terms of a time scale, the DLO have not sought to offer (and nor has the railway demanded) a precise indication of a completion date for the restoration project. This reflects the fluctuating availability of suitable fill material – which has had to meet exacting criteria laid down by both the railway and the local authority. Nevertheless, it is in the financial interests of the DLO to undertake the work speedily and effectively, so as to avoid the costs of employing contractors’ plant and equipment, whilst at the same time maximising the capacity possibilities provided by the scheme.
The end product will be a causeway capable of accommodating a railway line; but it will not necessarily be a finished product. It will still be necessary for the railway to provide for the small bridge at the eastern end of the causeway to be widened to facilitate the provision of a trackside footpath. Indeed, although there is no formal right of access across the causeway, the railway cannot ignore the real world situation in which the causeway is seen by the public as a convenient route between the two sides of Chasewater Park. The restoration scheme includes a private footpath alongside the running line, but at a slightly lower level.
In addition, discussions are taking place with the group responsible for the Forest of Mercia, in relation to a scheme of planting suitable species along the causeway, so as to enhance the environmental attractiveness of what might otherwise be a somewhat stark construction.
I apologise for the length of this article, but only in one sense. The causeway restoration project is of momentous significance to the future of the railway. It is a focal point in the minds of many of the railway’s working members. Not only is it important in itself, but it also opens up the real prospect of further expansion into Chasetown. Already, preliminary discussions have taken place with Staffs CC – who are currently designing their Norton Bog Reclamation Scheme now that British Coal have withdrawn their coal recovery proposals – regarding the clearance of the track-bed adjacent to the Norton Bog site. Further, Staffs CC Highways Department have been asked to provide details of their design work on the Burntwood by-pass, to enable the railway to assess the implications on the railway’s long-term expansion proposals.
This is a very exciting time for the railway, with so many different projects taking place or being prepared. The causeway restoration will make it necessary to bring forward thought (and expenditure) on the procurement of sleepers and rail. It will give an added impetus and an exciting incentive to the working members and the railway’s many supporters.
And it is a fact that the scheme has come about because of the one thing that most of us had not contemplated – our own special version of a “hole in the ground”.
I am sitting in a Midland Railway chair, aptly for the article, in the museum which is housed in our LNWR full brake. The rain is tipping it down and Easter Sunday has Chris’s pipe in danger of being flooded! As it is not very busy I’m writing this article as for some time we’ve called ourselves the Chasewater Railway and Museum Co. but have not had a museum for the last few years.
Firstly, I would freely acknowledge past members who have gathered together a very good collection of railway relics and artefacts. The last curator being Barry Bull, who put in many hours over the years. (This was first published in 1993, now, in 2023, 30 years later, Barry Bull is still Curator, still putting in many hours. See below).
My involvement began when, a couple of years ago, I went into the museum to tidy up and dust and polish the display cabinet. It was soon obvious, however, that all was not well. The roof leaked badly, the exhibits had become dirty and run down, and many items were being ruined due to lack of care and attention.
The next few weeks were spent in desperation salvaging items that had become wet and taking them home to dry out as best I could. The house began to look like a waste paper collection point as rare items were carefully dried out. The smaller exhibits were also taken away for safe keeping, and the larger ones moved to drier spots in the brake.
Eventually the L&NW Society found that it had enough money to re-roof the vehicle, and after much reminding and being a nuisance, Steve Organ and his helpers re-roofed the vehicle, and the top-lights were rebuilt. Adrian Hall re-wired the vehicle and installed new light fittings. All of the remaining exhibits were taken down and moved to one end to enable a start to be made on painting the interior. It was decided to use the coach for Santa’s Grotto, and John Duffill did most of the scraping down and painting. Once Christmas was over and Santa’s Grotto was taken away, I re-arranged the interior to look a bit like an office and rebuilt and varnished the display case.
Keith Poynter has made a start on painting our metal signs. He is making an excellent job of it but it is a bit like painting the Forth Bridge, there’s a lot more to do yet!
A view of one end of the museum which has been re-roofed and re-decorated and is now open to the public once more. Pic – Nigel Canning
Anyway, the museum re-opened on our first steaming of 1993, March 21st, it still needs work but at least we’ve made a reasonable start, and hopefully it will be an added attraction for the public, and reveal our collection to members who just did not know what we had in store.
The latest news is an attempted break-in during the week before Easter when two local youths broke open a door. Fortunately they were heard by Chris Hatton, and he and Steve Organ apprehended one of them who will shortly be appearing in court. The burglar alarm fitted to this vehicle is in perfect working order, so hopefully this will be our last break-in and I look forward to the museum being further re-opened in stages.
Part of the 2012 museum
Finally, if anyone has photos of the local engines or collieries we are always willing to copy them for the collection in order that we get a comprehensive display.
This final sentence still holds good in 2012.(And 2023!)
Lancashire & Yorkshire Railway Van
Bob Duffill
As Tony Wheeler has been busy working on the L&Y (ex Cadbury) van recently, I have found some information on this unusual vehicle. The original design goes back to the 1860s when an 8 ton version was introduced with a single roof door. With the improvement in springs and wheels, this was later uprated to 10 ton in the mid 1870s. The vans continued in production until 1916 when the last few were made, these having double roof doors.
I am unable to date ours yet, but it is between 1875-1913. The LMS started scrapping them in earnest from the mid-1930s and ours was probably acquired by private industry shortly after.
The van should be painted in grey (Tony’s favourite colour) with white lettering, but as a change there was a variation which I feel we should adopt. If they were shopped in Lancashire they had white roofs, but if they were shopped in Yorkshire they were painted red oxide, carrying old favours into newer times.
Some of our wooden-bodied vehicles are in fact quite interesting and well worth having restoration work carried out. More paint to the C&W dept’s elbow! It won’t be long before we can have a decent goods train.
I had a ride on the train this morning, very smooth behind ‘Myfanwy’
The locals were out:
From the Editorial
The Editor observed that there was a lot of news to report about Chasewater Railway making it difficult to find space for non-news items. This must be a good sign as it means a lot more progress is being made on our railway.
Locomotive News
No.4 Asbestos – This loco has remained in service and operated all of our passenger trains so far this season and even passed an intermediate boiler examination in May. Efforts are still being made to cure a number of minor faults, the worst of which is a badly leaking left-hand boiler clack. Various attempts at reseating it have failed so a replacement component is now being machined.
No.5 Sentinel – This loco passed its major five-yearly boiler examination in May with no serious repair work being necessary. The boiler water spaces will now be shot-blasted and painted and some ninety odd ¼” whitworth studs and nuts renewed before the two halves can be re-assembled. There is a lot of work to be done, but hopefully the loco should be completed in late autumn.
No.2 Lion – This loco also had a visit from the Boiler Inspector in May when it passed its steam test. The only serious problem is a persistently leaking mud door on the right hand side of the firebox which will require rectification. Completion of the vacuum brake system and a repaint is now all that is required for the loco to be ready to enter service.
S100 – Still plodding along!
Fowler diesel – This loco has remained in service, being used on works trains and for shunting. A problem has arisen recently in that it will not start unless the batteries are re-charged immediately beforehand. Visually it is improving week by week as it is gradually being repainted in black with red buffer beams. Hopefully once the repaint is complete it will remain in that livery.
DL7 – Following recent work on the main engine and traction electrical system the loco is runable again. It was used for the evening shunting on June 6th and performed well with the exception of the brake which requires adjustment. Only minor superficial repairs and a repaint are now required to complete the job. It is likely that we will soon have a genuine need for two diesels, as with the track being extended all the time, one will be required for the works train and the other for shunting the passenger stock. This will be of benefit as it will ensure both locos are started and used regularly.
No.21 diesel – Work on this loco has continued with the filling, sanding and undercoating of its cast iron body members. When painting is complete the recently repaired engine will be refitted.
Smith Rodley crane – untouched.
Carriage & Wagon News
Great Eastern six-wheel passenger brake – This coach has now, but for a few small areas of panelling and trim, been completed on the wooden superstructure. The multi-coloured first coat of gloss has been repainted in BR blue to seal it, but unfortunately one or two of the original wooden panels have dried out and now have ¼” cracks appearing. These will be filled again, and like the rest of the body will be monitored until stable when the top coat will be applied. The interior of the coach remained warm and dry throughout the winter months to my disadvantage for now we have an unpaid member living-in – a mouse! Work will soon begin on the frames so as to be ready for the coach’s 100th birthday celebration in June 1994.
CRC 4-plank coal wagon – Keith has progressed well with the re-planking of this vehicle, and during the best thunderstorm so far this year Tony Wheeler successfully freed off the seized brake rods using Calor gas heat.
Keith Poynter poses next to the CRC 4-plank wagon during a pause in restoration work.
Southern brake van – This van has become our colliery information centre, and judging by the comments overheard from visitors the prospect of brake van rides down the line would certainly be another interest which we could offer to the public.
16 ton Great Western Toad – This van has remained out of service but has now been moved to the C&W yard where restoration can begin.
Dave Borthwick
The Maryport & Carlisle coach, the Midland 4-wheel coach and the Manchester Sheffield & Lincoln coach have remained sheeted up to protect them from the weather.
Wickham DMU E56171&E50416 – a firm offer has now been received from a preservation group based at Llangollen who wish to purchase a two-car set for restoration as a working DMU. In view of the fact that it would cost the CLR a great deal of money to strip the vehicles of their asbestos insulation, the offer has been accepted. Exact details of the deal are yet to be finalised but the vehicles are likely to leave Chasewater later this year in return for cash or a replacement coach direct from BR.
44806 waits by Goods Junction signal box whilst the Wickham DMU set passes ...llangollen-railway.org.uk
Gloucester trailer E56301 – This vehicle has also remained out of use, and is also the subject of a purchase offer from another preservation society. The group interested in this vehicle are based at British Nuclear Fuels in Preston and need a coach to get them started in the passenger carrying business. This coach also poses the problem of asbestos insulation. Again, details are yet to be finalised but the coach is likely to leave Chasewater this year.
56301 at County School Station on the Mid-Norfolk Railway on 17th December … en.wikipedia.org
Derby centre car W59444 – This coach has remained in service and is quite popular with the public. It does, however, cause the occasional headache for the station staff as with so many doors (10) the passengers sometimes manage to open them faster than the staff can shut them! With three out of four of our revenue earning passenger vehicles set to leave Chasewater, members may be wondering how we intend to continue running a train service. In fact replacement (asbestos-free) DMUs are being sought, and staff at Tyseley Depot have been very helpful in this. What will arrive and when? Watch this space!!
I’m guessing that the Editor was still Nigel Canning, with contributions from Dave Borthwick and Steve Organ.
Editorial
On the back cover of this magazine (reproduced below) is a copy of the 1993 timetable, and for the first time in the history of the CLR it is actually a timetable rather than just a calendar. It remains to be seen whether the trains will actually run on time, or whether we can stretch the journey time to suit, but at least it will give the operating staff something definite to work to, and hopefully create a more business-like impression for potential passengers. In addition, all the usual special events are planned for this season and will keep us all stretched to the limit. If anyone would like to help out at any of these events they would be most welcome.
Locomotive News
No.4 Asbestos – This loco ran successfully at Christmas on the Santa Specials, and will continue in use this year. In order to guarantee a water supply for the loco in the event of frost, the water tower had to be put back into use, a job which required the removal of a large amount of green slimy pond weed and the fitting of two new plastic floats to the supply valves, hopefully early this year the long-missing balance pipe will be fitted to Asbestos’ saddle tank thus helping to prolong the interval between top-ups.
No.5 Sentinel – The two halves of the boiler have now been cleaned and await a visit from the Boiler Inspector when a decision will be made as to whether a new set of tubes will be required. Work has progressed with the moving of the injector to the fireman’s side of the cab and re-routing of all the water and steam pipes to make them more easily drainable in frosty weather. Work is also being carried out to refurbish various steam fittings which had been leaking towards the end of last year.
Sentinel – Jan 2012 – Now heading for completion of the major inspection following the one written about. It had a good ten years running in between.
No.2 Lion – This loco is still progressing towards its first steam test with the continued manufacture of replacement pipework. Work has also been carried out to repair a turbo generator which is to be fitted to the loco to provide cab lighting and battery charging for the coaching stock.
Work is still progressing, albeit slowly, on S100.
S100 – 2011 A lot of work has gone into this loco over the last few years but there is still a lot of boiler work to be done.
The Fowler diesel has again remained in use on works trains throughout the winter.
Contrary to the report in the last magazine, DL7’s engine has been re-assembled and the loco run on test. Once one or two minor faults have been corrected the loco should be able to re-enter service.
No.21 diesel and the Smith Rodley crane have remained out of use.
Carriage & Wagon News
The good news to begin with is that Ken Dyde has agreed to fill the void and represent the C&W dept until the next board meeting. Ken has past experience working in the C&W dept on the SVR, and one of his valuable talents is that he can organise a team to tackle most jobs. Ken lives locally and spends most weekends at Chasewater.
Great Eastern 6-wheel passenger brake – All of the doors have now been fitted, although the missing door from the end compartment has been found, 75% destroyed, which highlights the problems of past abandoned projects. A dummy door has been modified from one, which according to Chris Hatton, came off a DMU.
Midland Box Van – Tony has continued scraping and painting. On one side he has exposed from beneath layers of paint a red triangle not too dissimilar to the Bass Charrington sign. Black letters are also distinguishable which could read ‘Bass Railway’.
North Eastern box van – During his winter Saturdays when not carrying out his PW duties, Arthur Edwards has started replacing some of the rotten side planking prior to repainting.
CRC (CCCC) brake van An inspection has been carried out on the rotting timbers around the spring hangers. Use of temporary steel plate cladding will strengthen the solebars enough for the vehicle to be shunted to where more substantial work can be carried out on the 6” x 12” timbers after jacking.
In the past a number of projects on wooden-bodied stock have been started with no plan of attack or materials in stock. Consequently, main frame timbers, vital metal items and wagon parts left scattered around the yard have all been left to rot in the open with no work being carried out for months on end. I think all members must agree that a restoration project started on a whim should not be accommodated by the C&W dept. In the future, any members who would like to start restoration projects on wooden-bodied stock should please request permission in writing from the Carriage & Wagon Director, who will offer all possible assistance.
Dave Borthwick
Maryport & Carlisle 5 compartment all 3rd coach – Thorough examination has revealed a need for urgent attention to panelling. A survey was carried out on the vehicle in January revealing almost all waist and lower panelling rotten and with very active wet rot fungus, roof galvanising starting to fail, and several doors in need of removal, de-rotting and repair. There was only minor rot to the main frame, but soft wood noggins are in need of replacement. Many windows and droplights are also in need of replacement or repair. All springs need to be replaced, all running boards need to be repaired and replaced and the complete vehicle needs to be treated against rot.
The first job was to erect a tent, then a platform alongside to work from. These were in place in late January and restoration is now proceeding.
New panels of beech marine ply have been cut and fitted for most of the lower and waist panelling following removal of most of the old panelling. The new panelling is being treated and painted at a member’s home workshop, to be fitted to the coach after the body frame has dried out and been rot treated. Doors will be repaired off-site to enable a rapid restoration to take place.
Manchester Sheffield & Lincoln composite brake – This lovely vehicle has had a little luck lately. During conversation with the Butterley C&W team, it was revealed that they had recently stripped a derelict MS&L coach body and had some doors from it. Hasty retreat to the stores and hey presto! Four doors of exactly the right profile, window pattern and size to fit the opening left in the doorway of the guard’s compartment of our own fire-damaged vehicle! Enthusiastic fitter now required!
CRC 4 plank coal wagon – Examination of this vehicle in January revealed a completely rotten floor, some completely rotten side planks and very corroded springs. Other than that, the frame and most of the ironwork, apart from some straps, appear to be very good. An immediate start was made on removing rotten timbers to reveal the frame properly so that it could be dried out and rot-treated. New side and floor planking has been acquired, and this vehicle should be coupled to the Midland box van in a resurrected state by Easter.
LNWR West Coast Joint Stock 50’ Brake – The new roof has been fitted and ventilators replaced. New toplights have been fitted to completely seal the roof. Much attention has been given to interior panelling, and three-quarters of the interior repainted. Following use of the vehicle as Santa’s Grotto at Christmas, the historic displays are now being mounted, and re-opening as a museum is on line for Easter! Repairs to upright framing and solebars will commence after the Maryport repairs are complete, and will be followed by re-panelling, subject to raising a further £500.
Wickham DMU E56171 & E50416 – These vehicles are the subject of much discussion. At present they have a liability value in that £14,000 is needed to strip them of asbestos. On the other hand, as a unique, working DMU they could be very useful. Ken Dyde and his gang (The Battery Boys!) continue to work on the mechanics and body of the power car, and replacements for the missing windows are now on site, thanks to a very generous price from Brownhills Glass.
Gloucester trailer E56301 – This coach has remained out of use and would require repairs to the bodywork to be carried out before it could be used in service again. There have been rumours that an outside party is interested in purchasing the vehicle for preservation elsewhere, but so far nothing definite has been agreed and it remains stored on No.2 road
Derby Centre Car W59444 – This coach ran in service at Chasewater for the first time at Christmas on the Santa Specials coupled to the Wickham trailer. This looks likely to be the train formation used for the foreseeable future, meaning that the loco will remain on the ‘north’ end of the train. The ‘blood & custard’ livery still requires top coating but hopefully this will be finished by Easter.
You will be pleased to hear that the Museum will be open this Sunday – 25th June 2023. Could we ask members, while we are still using the rear entrance, to take care parking their cars to leave room for mobility scooters to access the path to the rear of the Heritage Centre.
151 – Chasewater Railway Museum Bits & Pieces from Chasewater News Dec 1992 – Part 1
Editorial – Nigel Canning
Many thanks to all the people who have helped with the magazine this year either by providing articles of historical or technical interest, or by helping to create the news on our railway. Both of these forms of contribution make the magazine easier to produce and as a result it has increased in size slightly.
Towards the end of 1991 certain people predicted that we could be running trains to the causeway by the end of 1992. As you will see in this magazine they then proceeded to prove their point by relaying all the necessary track which now awaits a visit by the Railway Inspector. This is a magnificent achievement which shows just what can be done.
Will Santa Specials be running across the causeway to Norton Bog in 1993?? Wait and see, or even better, come and make sure!!
Locomotive News
No.4 Asbestos – Following rectification of a large number of minor faults this loco will now be used on the Santa Specials on December 13th and will hopefully remain in traffic throughout next year.
No.5 Sentinel – Having run all year, this loco has now been taken out of service for its major boiler examination. All steam fittings have been removed and the firebox separated from the boiler shell. Over the winter various outstanding repairs and modifications will be carried out, and the loco repainted before re-entering service early next year.
No.2 Lion – Progress on this loco has continued with the casting of a complete new set of firebars. The saddle tank has been bolted into place, the cast iron chimney cap fitted and new injector steam pipes and fittings made. It is hoped that the loco will be seam tested early next year.
S100 – Work has continued on machining of the hornguides of this loco!!!!!!
Fowler – This loco has recently had a much needed service carried out and has remained in regular use on the Sunday works train to Norton.
DL7 – The cylinder heads for the main engine and for the donkey engine have now been re-worked, but due to a burned out piston revealed during cleaning of the bores, new pistons, rings and cylinder liners may now be required. This means that the loco is unlikely to re-enter service very quickly.
No.21 Diesel
The spare engine has been rebuilt ready for re-fitting into the loco as soon as the crane is available. As the radiator has rotted through beyond repair a complete new core will have to be found and fitted.
Smith Rodley Crane
This vehicle has remained out of use pending its annual inspection by the insurance company.
Permanent Way News – Arthur Edwards
Track laying on the extension has now come to a stop as we have finally got to the top of the causeway bank and are awaiting news of how and when the causeway will be repaired. That doesn’t stop us from jacking and packing all the rail joints and so forth back towards Brownhills West.
The causeway, Dec 1992. Pic – D.M.Bathurst
During the run up to us finishing the track laying you probably heard that I had a slight accident with the dumper truck. Since then it has been re-commissioned as ‘Dunk-an’ or ‘General Belgrano’ equipped with rubber ring and outboard propeller.
Well it happened like this. I had had the bucket filled by the JCB and taken the load to the edge of the causeway for dumping. When I started the hydraulic lifting mechanism, the load transferred from all four wheels to the front two. I heard a crack-k-k and it started to slide down the bank. No way was I going to stop it, the thing had been in neutral but as it went down it went into first gear and the sound was CHUG CHUG CHUG GLUG GLUG. ‘Oh dear’, or words to that effect were said, and there was I, hands over my head trying to keep my ears warm, screaming at Ian for help, but he couldn’t hear me. When he came over he did what everyone else did – laugh! At the time I couldn’t see the funny side of it, but I can now.
There was nothing else for it but to get a hawser to pull it out, and who had to get in the water to attach it? Yes – yours truly! I kept looking round for Jeremy Beadle, and I’m sure that if we had a video of it we’d have got £250 for it being shown.
Full gratitude to Ken Dyde for taking time out from doing other things which were probably more important to strip down the dumper and get rid of the water – cheers Ken!
152 – Chasewater Railway Museum Bits & Pieces from Chasewater News Dec 1992 – Part 2
Restoration of the Causeway and Derelict Land Grant
This weekend! Miniature madness weekend! Large gauge 1 model railway in our heritage centre, miniature engines, Narrow Gauge (Sunday only) The Museum will be closed on Sunday. Standard Gauge trains operating all weekend.
Chasewater Railway Museum 