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

Posted on May 1, 2022 by | Leave a comment

118 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Summer 1989

From the Editorial

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

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

BirminghamNorth Orbital Road – M6 Toll

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

The New Shed

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

Trackside

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

THEFT AND CRIMINAL DANAGE

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

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

Locomotive Department Notes

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

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

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

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

Transport Scene

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

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117 – Chasewater Railway Museum Bits and Pieces – Spring 1989

Posted on April 22, 2022 by | Leave a comment

117 – ChasewaterRailwayMuseum Bits & Pieces

From Chasewater News Spring 1989

Topham & Austerity No.7 by Mike Wood.

 From the Editorial

No Chasewater News for the last twelve months and still no new Editor – but promises of better things to come!

At long last, the fruits of the reorganisation of two years ago are beginning to show.  The pace of progress at the Railway, both in administration and in physical terms, has reached a point where real new achievements are evident, as distinct from the earlier ‘marking time’.  This can be seen wherever you look; at Brownhills West, the station and yard are at their tidiest ever – the stock in the yard is all visibly presentable – the booking office, station office and shop are all established and contribute to both the appearance and good-working of our business – the trackbed is commendably tidy, and at last growing in length – the Gloucester coach and the Wickham coach are both being refurbished, and we are looking forward to the inclusion of a bar car in trains later this year.  Add to that the near completion of our run round loop’s refurbishment, the completion of the revised S & T arrangements, and a record turnover last year, and you can see that in the first complete commercial season of the new Company’s operation of the trains we’ve introduced, the Chasewater Light Railway has become a real hive of industry; projects are planned, materials are at hand, and to maintain the present impetus, we need your help!

Then followed the usual appeal for help on Saturdays, Sundays and train operating days.

 Carriage & Wagon Notes

Gloucester DMU driving trailer (BR Class 100)

This vehicle was acquired in 1968 by the Railway Preservation Society (West Midlands) for operation on their Chasewater running line, and was the first of four of this type of vehicle to go for preservation, the other three being, one which resides at the Gwili Railway, and two at the Swanage preservation site, where two driving motor cars of this type are also kept.The Gloucester this year celebrates its 21st anniversary in preservation, it’s been at Chasewater for twice as long as it was in BR service, and the interior still had the same seat coverings as when it rolled out of the Gloucester C & W workshops in 1957.  Sadly, these furnishings have inevitably become very worn, some torn and pierced by cigarette burns, and all suffering from old age.  Unfortunately, it’s not been possible to obtain the same pattern maquette to replace the old; however, the entire vehicle is being reupholstered, hopefully in time for Easter.  Also the floor is receiving attention, and new carpet fitted in the newly reinstated first-class section.

Externally, the vehicle quite recently received a repaint, including the roof, but some attention to the body is being undertaken as a preventative measure against the weather.  The lavatory compartment is being used as a store, since the pan is broken and there seems little point in replacing it when the Wickham trailer, complete with a perfect working order loo will shortly be joining it in service fro two-car running in the summer.

Wickham Driving Motor Kitchen Car

This vehicle has been the subject of a winter overhaul internally.  Starting in the dining saloon, the ceiling has been repainted, and a thorough cleaning given to al other surfaces.  The kitchen area has been completely emptied of all loose items so that the whole interior could be thoroughly scrubbed down, disinfected, etc., and the only items that have been returned there are those which are absolutely essential for daily catering service.  By doing this, a drastic reduction in the amount of items to be tidied and kept clean has been achieved, providing whoever works in there with a better environment. Less cluttered workspace, and a little more time to spend on the smaller number of items to be kept clean.  This is in line with general Railway policy of making tasks essential to our statutory duties as simple as possible – the smaller the task, the more likely it is to be done, and properly.

A start has been made on the overhaul of the doors, which, being made of a soft wood framing, have become severely warped over the years.

Wickham Driving Trailer

At last!  A policy decision backed with cash has been taken to restore this vehicle to operational use.  Last year’s traffic levels clearly demanded extra capacity, and the receipts from the 1988 operation have left us with enough money to start to replace windows and seats, as well as to repaint the exterior, all of which are scheduled to commence between the Easter and Whitsun steamings.

The Rest

Virtually no attention has been given to any other of the rolling stock, due to lack of manpower.  This year will see a repeat of the 1987 operation of trying to prevent further deterioration in the historic vehicles, since the provision of much more extensive accommodation is now being actively pursued by the Company, which would allow us to spend time and money much more effectively than we can at present on these vehicles.  However, the LNWR West Coast Joint Stock full brake (the ‘James’), which houses part of the small  relic collection will certainly have attention to its roof soon – a simple task awaits anyone prepared to play with bituminous coatings – come along to the site suitably attired and ask for ‘Clippie’ and the materials will be provided!  P.S. free tea is provided for workers on Saturdays!

 THE BIG LEAK – OR, WHO PULLED THE PLUG OUT?

Regular visitors to Chasewater will have observed the dramatic drop in the level of the reservoir in the last few months.  Railway members at first thought it was the water board’s response to our request for consideration of the condition of the causeway on which the railway crosses the lake, which had been adversely affected by the very high water level during 1987, in which year the causeway had actually been breached during a storm.  (This sounds familiar – low reservoir, breached causeway but this time it was natural causes!  For those who may not have been following the recent happenings at Chasewater, the lake has been virtually emptied and a culvert put through the causeway!)  However, the British Waterways Board have said that they can only attribute this to a leak and to the very low level of rainfall for the last nine months.  They have ‘no idea’ as to the reason for the scale of the water loss, but are ‘investigating’.  Meanwhile, they have ceased to abstract water for the Wyrley and Essington Canal from Chasewater, and we have the benefit of being able to see the whole of the causeway embankment down to its base – and a very sobering site it is too!  But at least we now have a much better idea of what we need as regards the type of materials to use in our planned repair of this essential link in our future enlarged railway.

Permanent Way Notes

Winter 1988 at last saw the completion of phase one of the Brownhills West station yard relaying.  For several years, with the threat of the Birmingham North Orbital Road hanging over the station, we have simply patched up as necessary in the station yard.  However, it’s been recognised for some time that if we were to stay at this location at all beyond 1988, we would need to completely relay the point leading to the sidings (No.2 point) and the centre road, since these had been laid in 1970 and largely untouched since.  The completion of this task has been greeted by all with a sigh of relief since it demanded a lot of what we are short of – manpower.  One really good thing to come out of it, apart of course from the comfort of the demonstration of concern for safety, is that the opportunity of revising the geometry of No.2 point was taken, and where we previously had a point taking up acres of land, with long leads (someone once said that it would make a good 70mph turnout if the sleepers weren’t so knackered and you could trust the brakes on loco No.21, we now have a much shorter point with sharper turnout and therefore a greater length of siding accommodation behind.At the other end of the line, work commenced in earnest in December on the extension towards the causeway.  This work consists of removing both the running line and loop (which is to be relocated at the new station site at Norton East) and relaying the running line in plain track with the concrete sleepers we already have in hand.  To this end, because of the great weight of the concrete sleepers, and because we have good hard standing access to the land immediately adjacent to the railway on this section, we are trying to find someone who will bring along and operate for a day, a HIAB truck, that is, a truck with a mechanical arm attached to it, to move the sleepers from the storage point near the level-crossing to the work-site – so if anyone out there can help, please get in touch.

Locomotive Notes

The 1988 season saw the greatest number of steaming days so far achieved by our group, and the forthcoming season will require even more loco availability than last.  The loco department certainly did the Railway proud as there were no loco failures all season.  Asbestos and the Sentinel were the stalwarts of the whole passenger service, tended in the greatest part by Colin Marklew and Nigel Canning respectively.  Over the 1988/89 winter, they have been stripped down for boiler examinations and general servicing.  Because of the need to completely dismantle the boiler of the Sentinel,   work on this commenced soon after the October ‘Gricer’s Day’. This meant that we were totally reliant on Asbestos for the ‘Mince Pie Specials’, and there she was, gleaming in the sunlight on Tuesday the 27th December, in service on one of the nicest and busiest days of the year.The use of Asbestos at Christmas, however, meant that the loco department then needed to strip it down, have the boiler inspected, rectify any defects and re-assemble it by Easter, as the Sentinel will not be ready for a return to service before Whitsun.  Will they do it? Come along at Easter and find out.

Work continues on S100, Lion and the little Barclay, and the race to be the first newly restored loco to run on the new extension in 1990.  Looks likely to be either Lion or the little Barclay.

On the diesel front, both the Fowler and DL7 are available for services, and the loco dept. are looking towards vacuum fitting one of these (probably the Fowler) during the summer.
The Wickham set has benefited from the attentions of the loco dept also, various refurbishments on the engine and transmission front are being undertaken to complement the C. & W. work on the bodies of these, and both engines have now recently been successfully ‘run-up’.

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Chasewater Railway Museum 2022 opening times

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114 – Chasewater Railway Museum Bits & Pieces, Winter 1987

Posted on March 16, 2022 by | Leave a comment

114 – Chasewater Railway Museum Bits & Pieces

 From Chasewater News Winter 1987

Featured photo: Kerr, Stuart    Works No 3063    D249 Willy 0-4-0WT Pic – RMWebb

Chasewater Comment – This issue’s comment is not the usual message of doom and despondency and may help prove that all the recent effort has been worthwhile. (This page was ok but it soon went back to the old story – we’ve not got any money!)

From the Boardroom Notes – Most of the hassle is being caused by the motorway mentioned in the last notes, of which more later.  Many problems are being caused because the railway’s records are scattered among the directors, especially the accounting records which really do need to be housed centrally.  To this end the office at Brownhills West was planned, agreed and the basic structure provided, but despite the plea for funds in the last magazine, none have been forthcoming.  The situation is now becoming very grave, as it will soon be impossible to meet the statutory requirements for administration of the business.  The company has no money available for capital expenditure before Easter, nor to cover commercial stock and publicity for next season.  This is largely due to our inability to make more money from operations, hence the need for the above expenditure. (Seems like a vicious circle – after being in similar circumstances for some time before this point, the people running the railway must have been very enthusiastic to keep carrying on!).

The AGM in March will see all of the present Board standing down and in some cases seeking re-election.  Anyone interested in taking part in the management of the railway should contact the Secretary as soon as possible.  Essential requirements are enthusiasm and commitment. (As Mr. Punch once said: “That’s the way to do it!”).

The Chairman and Secretary have been engaged in a considerable amount of planning, lobbying and briefings connected with the development of the Railway now that the motorway route has been published.  The Company is objecting to the destruction of Anglesey Basin by the Burntwood by-pass and its link road.  Development of the rest of the line should be unaffected but long leases are unavailable at present.  Negotiations will however continue and preparatory research is now being undertaken for the Light Railway Order.  The Board has produced a report on the options available.  The basic proposals include continued development of works and storage facilities adjacent to the present shed and location of land for visitor facilities and a museum next to a re-sited Brownhills West Station.  It is this latter point which is causing problems as the Council seems to be unwilling to commit to anything at the present time.

By the time you read the next boardroom notes our surveyors and solicitors will be playing a much more active role in ensuring the future of the railway, with special reference to the reinstatement of lost facilities and opportunities at Brownhills West.

News from the Line

Permanent Way Department – Following a couple of derailments, the points next to the water column controlling 2 & 3 roads have been completely dismantled and rebuilt in a shorter configuration.  Work is expected to be completed well before Christmas and as a result, 3 road should be around 60 feet longer.  After completion of this work a start may be made on the much awaited run round loop at Brownhills West.

There are still a number of jobs outstanding to satisfy the Railway Inspector, notably provision of level crossing gates, facing point locks and Annets Key lever frames.  It is hoped that this work, along with the usual repairing of fences and packing track, will be completed this winter.  All volunteers will be most welcome!

Carriage & Wagon Department

Gloucester Trailer (E56301) – This vehicle has run its first year on passenger trains with the vacuum brakes in use.  The roof and bodywork have been repaired and a number of batteries have been replaced.

Wickham Power Car – This vehicle has again been in use as a stationary buffet car earning vital income.  Replacement guttering has been completed and the roof repainted.  A number of damaged batteries have been replaced.  Attention is now required to repair its warped doors, and to repair and repaint the body and re-decorate the interior.

Wickham Trailer – This vehicle is still relatively derelict with a large number of broken windows.  It has, however had its replacement guttering completed, roof repainted and a number of windows are now available to replace those stolen or damaged.

LNW Milk Van – ‘James’ has had a couple of body panels renewed following attempted break-ins and has also had mains lighting and a burglar alarm fitted.  It is hoped that the ‘motorway move’ will allow it to be re-connected to the rest of the railway.

MR Passenger Brake – This for wheeler has been repainted inside and out and has been in use on steam days as an extra exhibition coach.

GW Brake Van – This van has been beautifully restored internally and now only requires ‘finishing off’ and attention to the running gear.

M&C, MSL, & LNW Brake End – All of these vehicles have received a certain amount of ‘preventive renovation’ and look quite presentable from a distance.

Hopper Wagon – This wagon has had the hopper completely removed and is to be fitted with sleeper decking for use as a flat wagon.

One of the ex Holly Bank Colliery 5-plank wagons has been repainted in a livery reminiscent of Stroudley’s improved engine green.

All other Vehicles – No work carried out.

Loco Department

No.1 – no work done, needs painting and superficially renovating.

No.2 – ‘Lion’ is still progressing under its new ownership, having had its chimney cap repaired, paint stripped and re-applied, and the boiler prepared for inspection.

No.3 – ‘Colin McAndrew’ work is still progressing on boiler repairs.

No.4 – ‘Asbestos’ has run well after a late start this season.  It will require minor work on valve gear, boiler and regulator ready for next season.

No.5 – ‘Sentinel’ 59632 has completed its first full season of passenger work and on 11th October was griced in the traditional manner by a man with a long mac and notebook from the field opposite the shed.

Sentinel – December 1989

No.6 – The Albright & Wilson Peckett has had the cab and boiler removed to allow work on re-plating the bottom of the smokebox to proceed.

Peckett 917 at Albright & Wilson 21-4-1951

No.7 – The Ruston is still operational with no problems.

No.8 – ‘Invicta’ has been prepared for boiler testing and has had part of the driver’s side cab cut away for re-plating.

Invicta – Station Master: Rob Curtis (AKA Elder Grimm)

No.10 – ‘S100’ Work has progressed on steam chest fastenings, frames and spring hangers.

No.11 – ‘Alfred Paget’ remains out of use although it was recently repainted.

No.12 – The Fowler, following its recent arrival, remains out of use pending replacement or repair of its batteries.

No.15 – The Hudswell remains out of use with no work having been carried out.

No.21 – The Bass pudding remains out of use with the engine removed.  Some work has been carried out on de-rusting and painting the bodywork.

Chasewater Events 1987

Our first full operating season since 1982 saw four special events organised by the Chasewater Light Railway and Museum Company.

The first event was held on 26th April when, in addition to a Norton Motor Cycle Rally, we held a Railwayana Fayre.  The event was a reasonable financial success with eighty plus Nortons in attendance plus around a dozen sales stands.  Nigel Canning’s Sentinel performed admirably on trains, as indeed it has all season.

Sunday 21st June, a somewhat overcast day saw both ‘Asbestos’ and the Sentinel in steam on the occasion of our first Model Engineers Day.  Attendance both of the public and, perhaps even more disappointing, of exhibits was low.  Thanks go to John Rickers for bringing along six of the thirteen visiting exhibits.  John has been a good supporter of or rallies for several years now and his models are of a very high standard.  However, the star of the show was Roy Prime’s Sentinel steam wagon, built to ¾ scale, attending only its second rally.

One new event of which we had high hopes was the military weekend held in conjunction with the West Midland World War 2 Re-enactment Group.  Approximately twenty military vehicles attended the show, which was held over the weekend on Saturday and Sunday 25th & 26th July.  Apart from the mock battle held at 3.30pm on the Sunday ( unfortunately just as rain began to fall), highlights were an attack on Asbestos-hauled train and a 1943 Bren Gun carrier giving rides.  The Sentinel also saw use during the weekend.  Thanks in particular to Peter Bick, Chairman of the re-enactment Group.  The show was a moderate success and hopefully we can make various improvements for a similar event in July 1988.

Our biggest and best event was the annual end of season Transport Rally held on 11th October.  Two hundred and fifty exhibits were on display, including a 1904 Marshall traction engine.  It was nice to see the former West Bromwich Corporation Dennis ‘E’, now 59 years old and coming to its first rally since a major engine re-build.  A good selection of vintage and classic cars was well backed by 20 odd military vehicles, and a handful of commercials, more than in recent years, and a good display of motor-cycles and stationary engines.  Thanks in particular on this day go to Angela and Jill fro their work assisting Rob Duffill in the buffet coach.  Also special thanks to Ralph and Vera Amos for manning the sales stand at our major events this year.

From the Archives

Again this section features something of local interest.The Ennals Toy Fair handbill dates back to approximately 1935 – not only are the prices a revelation but just look at the various departure points, out of 38, only 12 remained open in 1987.  (Probably still fewer in 2011).

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111 – Chasewater Railway Museum Bits & Pieces, from Chasewater News 1986/7

Posted on February 13, 2022 by | Leave a comment

111 – Chasewater Railway Museum Bits & Pieces

 From ‘Chasewater News’ Winter 1986/7Magazine cover – a drawing of CLR No.5, the ex Walsall Gas Works Sentinel, by Steve Bent.

Following the “Reorganisation Day” of 22nd November there are at present three bodies which together form the Chasewater Project.

1       – Chasewater Light Railway and Museum Company – The CLR&M Co is responsible for the day to day and long term policies of the Railway as well as being the body to which the supporters and sympathisers of the Railway join.

The Officers of CLR & M Co. are:

CHAIRMAN – Steve Organ

GENERAL MANAGER – Tony Sale

ENGINEERING Manager – Nigel Canning

OPERATING MANAGER – Les Emery

COMMERCIAL MANAGER – Barry Bull

MARKETING MANAGER – Ian Patterson

FINANCIAL MANAGER – Bob Curtis

NON-EXECUTIVE – Colin Marklew

COMPANY SECRETARY – Adrian Hall

2       – Chasewater Light Railway Company – The old Company will remain in existence until its assets, debts and liabilities are transferred to the new Company.

There are at present two directors:

COMPANY SECRETARY – Adrian Pearson

CLR & M Co. NOMINEE – Adrian Hall

3       – Chasewater Light Railway Society – The Society is remaining in existence until such time as the CLR & M Co. attains charitable status, in order to safeguard the rolling stock and relics as well as holding the leases.

At present the CLRS has the following members: L.Hodgkinson, D.Ives, T.Sale, B.Bull and I.Patterson (CLR & M Co. Nominee)

The above mentioned are also the Trustees of the Society.

 News from the Line

Loco Department

No.2 is awaiting its turn for overhaul, a change of ownership is rumoured.

No.3 Slow progress with the firebox repairs may result in the frames making way for the GM’s machine (S100) in the shed.

No.4 Asbestos has performed satisfactorily during the season and is due for attention to its side rod brasses and regulator valve during the winter months.

No.5 59632 has also performed well and gets better with every steaming.  The vacuum brake system works to the required standard, much to the relief of all concerned.

No.6 All that can be reported is that we have exchanged a spare set of side rods in our possession for some missing boiler fittings (stolen some years ago).

No.7 The Ruston has been used occasionally for shunting but happily the increased use of ‘real’ motive power has made the engine somewhat redundant.

Neilson, Alfred Paget and Barclay Invicta

No.8 Invicta may well return to service during 1987 following a full boiler examination, platework repairs and fitting of vacuum brakes.

No.10 The frames of S100 have descended from their lofty perch and are temporarily mobile.  Once installed in the shed the wheelsets will be re-removed for attention to the hornguides and following a probable orgy of machining and highly technical stuff, the motion and valve gear can be reassembled – sounds easy, but it could take years (and years!).

No.11 The ancient Neilson languishes outside the shed awaiting its turn for attention.  (it’s now got as far as the workshop!)

No.21 The ex Bass Worthington ‘pudding’ awaits its replacement engine.

Wickham DMU

Several windows have been replaced following a spate of vandalism and new rainwater gutters have been fabricated and fitted.

The presence of blue asbestos (the mineral not the engine!) has been noted by the Railway Inspectorate and it will have to be removed from all three DMU coaches in the not too distant future.

Trackwork

Following Gricers Day work was concentrated on relaying Nop.1 road back to the remnants of S100.

This was swiftly accomplished and as mentioned elsewhere the frames of S100 were removed.  Once the boiler of S100 is removed the Great Eastern Coach should be rendered mobile, last having moved in about 1973!

Following the visit of Major Olver of the Railway Inspectorate on 3rd December work has centered on the installation of a catch point on Elsley’s siding which has been relaid.  The catch point is necessary to stop any stock rolling onto the main line when passenger trains are being operated.

Wooden Bodied Stock

Steve Organ has started the unenviable task of restoring the wooden bodied coaches, or at least making them weatherproof and presentable.

He is aiming to have the three six-wheelers and the four-wheel MR passenger brake fit for running demonstration trains (i.e. non-passenger carrying) by Gricers Day on 11-10-1987.

Needless to say all offers of help will be most welcome as the success of this laudable project rests on ADDITIONAL help coming forward.

So far the ex Maryport & Carlisle coach is nearly in the initial stage of acceptability whilst Mr. X (I can’t remember his name) is having a go on returning the ex MR four-wheeler to its pre MSC scheme condition.

Being highly optimistic, Organic Steve hopes to fit in a renovation of the brake end of the ex LNWR coach as a picture gallery (a what!!!!?)The afternoon ‘Paddy’ on the Hednesford to Cannock Wood line during the late 1950s.  The loco is the 1866 built Lilleshall 0-6-0ST ‘Rawnsley’ and the coach is the ex LNWR non-corridor composite now awaiting restoration at Chasewater.

 431 Hudswell Group Notes

The fund is approaching the half-way mark towards the purchase of the locomotive, so by this time next year the locomotive should be in the ownership of the group.

The recent visit of the Railway Inspectorate has provided the Group with a major setback as the boiler lagging of the locomotive must be professionally removed before restoration can begin, at a cast of well in excess of £500.

 Progress Report on ‘E1’ No.9 ‘Cannock Wood’The ex London, Brighton and South Coast Railway E1 No.110 ‘Burgundy’ seen coasting down te Cannock Wood branch in its later form as Cannock & Rugeley Colliery’s No.9 ‘Cannock Wood’

We have received the following report about the restoration of the E1, which members of long-standing will recall was sold to the East Somerset Railway at Cranmore in 1978.

“Work has progressed well……well sort of.  Things have not come apart as they should and caused some anxious moments for crane drivers and merriment for those on the ground.

The first part to come off this project was the right-hand intermediate axle box oiling pot, since then many other parts have been removed, cleaned, repaired, painted in works grey (we have a lot of grey) and given an I.D. disc.  This is then entered in a log book recording what the part is, where it comes from and what it does, sometimes accompanied by a small drawing to help relocation when we fling the engine back together!

The front sand boxes took a great deal of effort to part them from the frames due to two hundredweight of one hundred-year-old wet sand which corroded all the metal bits together.  These are well on the way to being rebuilt.

The brake rigging has caused some problem with the steam brake being rusted up solid, a badly pitted cylinder bore, the main shaft bent considerably and pull rod equalizer rods bent.

The side tanks came off using the Dubs crane tank and the ‘lift and move quickly backwards’ method, with much screeching and tearing of metal (must remember to burn off ALL the bolts next time!).

The cab roof came off with much reluctance, and when lowered on the ground it collapsed in a heap of rust.  As normal the bunker came off with difficulty leaving the bottom of the rear sand boxes still attached by rust, twisted and torn, to the frames.

Boiler work is coming along slowly with half the tubes out, pulled by the digger.  Some of the tubes are nearly new with no scale on, but a thin layer of rust.  The cab roof is to be repaired, whilst drawings are being prepared for the new side tanks.  The bunker will be remade on site by us in the near future.  The boiler has been de-lagged at a cost of £800 and should be lifted to enable the wheels to be removed and a start made on the waggly bits underneath.

Further news gleaned from the pages of Steam Railway (Jan 1987) reveals that restoration will cost in excess of £25,000 and may include a new firebox.

The loco will be finished in Southern Railway black livery as E110 and will be in as near to original condition as is practicable.

The unique Rawnsley chimney and the nameplates, etc. are to be returned to Chasewater in due course.”

Visit of the Railway Inspectorate 3-12-1986

Briefly they require some extra work on the track to that previously expected, but this should not present any problems.  The use of push-pull operations was agreed until such time as the motorway outcome was known.  However, a bell system between loco and coach must be installed and in the near future locos intended for passenger duties must be fitted with vacuum activated steam brake valves.

Apart from this, the major difficulty is the presence of blue asbestos as mentioned elsewhere.

Provided we comply with the Inspectorate’s requirements, a further inspection in the spring should leave us free to recommence regular steam hauled passenger trains.

The Future

The project engineer for the motorway has been to the railway and vaguely indicated as to where the new road may cross the railway.  Detailed plans are to be drawn up by the Departments consultants and will be put on public exhibition during the autumn.  Prior to this there is rumoured to be a public meeting in Burntwood Baths during April (What’s wrong with the lake at Chasewater?!).

Unless the railway can get a firm idea of how and where it can expand then the good work and impetus gained during 1986 will be lost.  To this end, a short list of possible alternative sites has been drawn up to be further investigated if it becomes apparent that we are ‘flogging a dead horse’ by remaining at Chasewater.

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110 Chasewater Railway Bits and Pieces, from ‘Chasewater News’, September 1986

Posted on February 10, 2022 by | Leave a comment

110 – ChasewaterRailwayMuseum Bits & Pieces

 From ‘Chasewater News’ September 1986

 For once it is possible to report good news!  Following the visit of Mr. Abbott of the Railway Inspectorate on 17th August we have been given permission to recommence steam hauled passenger services, subject to certain tasks being carried out, hopefully in time for Gricers Day on 12th October.  A further satisfactory inspection next spring should enable a full season of trains to be operated, the first since 1982.

 News from the line

Loco Dept.

Asbestos – Robin Stewart-Smith

No.4 Asbestos has been steamed half-a-dozen times so far this year and following trouble with a leaky blow-down valve (now successfully cured) the major problem is still the regulator which continues to insist on blowing through when closed!  Further investigations will no doubt reveal the cause of the trouble during the winter months when it is hoped that the outside motion will also receive attention to cure various knocks and bangs.

N0.5 Sentinel No.59632 has also been steamed on several occasions and following each steaming various adjustments, modifications and improvements are made by its owner.

Both Nos. 4 and 5 are now fitted with vacuum brakes, a necessary modification for running passenger trains.

No.7 the Ruston diesel has received a repaint and now sports a green livery which the owner claims is similar to BR Brunswick Green.  It looks very smart anyway.

No.10 S100 – continued progress is being made with getting components ready for re-wheeling the loco and as the “head of steel” gets ever nearer (it has lain isolated from the rest of the railway since 1983) it should take to the rails again before the year is out.

Carriage & Wagon Dept.

The buffet section of the Wickham sees extensive use, providing us with our main source of income.  Various improvements to the plumbing have been made and both coaches have been fitted with new rainwater gutters which will enable the much needed repaint to take place in the not too distant future.

The Maryport & Carlisle Coach has seen ‘Clippie’ steadily working to get this coach into a reasonable state of repair before it gets beyond redemption.  The coach is now in a uniform green undercoat and looks much more presentable.

Civil Engineering

Brownhills West Station June 1978

By the time the Task Force had completed the platform there was little over a month left to get the railway ready for receiving visitors during the Transport Extravaganza.  The platform had to be surfaced with a 6” layer of black ash and coping stones had to be laid alongside the museum coach.  The major work however, was to fashion a new track bed and lay track along the platform and then raise it over 9”.  A vast quantity of black ash was purchased and packed under the track in order to get the track level in the platform.  This work was completed in the nick of time so as to get the Wickham buffet in the platform for the Transport Extravaganza.  After that weekend work concentrated on regarding the line from the platform down towards the point for Elsley’s siding (more black ash!), and No.1 point was rebuilt.  Once this was completed the line was treated with weedkiller and fences were repaired and installed where necessary.  Nigel Canning is in the process of constructing a set of level-crossing gates to be installed at the road access to the loco shed and also at the level-crossing to the north of the loco shed.  Recent weeks have seen work proceeding on relaying No.1 road in order to remove S199 and the GER brake coach so that the Wickham buffet can be moved clear of train movements on operating days.  A fair amount of cosmetic work has been carried out around the platform, most noticeably a large pond known as ‘Lake Clippie’ after its constructor which has played host to several frogs, toads, a solitary newt and a steam powered model boat!

Museum Notes

Little to report other than the acquisition of several official postcards including a particularly rare example of a folded GWR card depicting King George V published in 1928 and valued at recent auctions at up to £60 – yes £60 for one card and one which we obtained as part of a collection costing just £25.

Mike Wood has generously donated various photographs of Cannock Chase Colliery locos which will eventually be displayed, and a friend of the Society, Robert Cadman, has given us a couple of local colliery lamp checks.

Reorganisation News – Adrian Hall

The appeal in the last Newsletter for candidates for management positions in the new company generated a very poor response.  There are still a couple of key positions without any likely contenders and anyone interested should get in touch with me as soon as possible.

Negotiations are still proceeding very slowly with the Charity Commissioners and in view of the need to be on a firm footing for negotiations over the motorway we have decided to incorporate a new Company as quickly as possible.

The necessary documents will probably be with the Registrar of Companies by the time you read this and it is hoped that the Certificate of Incorporation will be issued by mid-October, allowing the inaugural General Meeting to take place in late November/early December, probably concurrent with the Society AGM.

The Future

Negotiations with the Department of Transport have begun with regard to any compensation that we will get when the Northern Relief Road (M6 Toll) is built through Chasewater.  It is clear that the current terminus facilities will have to be moved north to a position at least adjacent to the shed (it is likely that the shed will not have to be demolished).  A planning proposal asking for outline planning permission to construct new terminal facilities is at present being drawn up, but is likely to be rejected as no development will be permitted along the line of a new road until the road is built.  This could well make our position at Chasewater untenable and to this end several alternative sites are being investigated.  It is hoped that the executive committee will have reached a firm preference which can be put forward at the AGM in November, along with the feasible alternatives.

431 Hudswell Group

The fund is ticking over quietly, giving the Society a monthly injection of cash.  By the end of the year the fund should be approaching half-way in raising the purchase price of the locomotive.  A few shares are still available.

Locomotive Stock List

In response to several requests here is a summary of locomotives on the CLR as at 1st September, 1986.  A full guide/stockbook will be produced when sufficient funds are available.  The next issue of Chasewater News will include a list of coaches, wagons and other rolling stock.

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107 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 3

Posted on January 24, 2022 by | Leave a comment

107 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 3

Restoration of the Sentinel – One man’s battle against adversity

The Sentinel at Walsall Gas Works the day it was delivered brand new in 1958 – photo Mike Wood.

In 1981, as part of the exchange deal for the Royal Saloon, the railway acquired ‘in working order’ a 100h.p. Sentinel shunting loco.  This was duly steamed and trundled up and down with three or four wagons whilst waiting for the promised boiler certificates.  These eventually arrived but consisted of a boiler maintenance card, a Hydraulic certificate for somebody’s crane and a steam test certificate for 9632 which was later rejected by our Boiler Inspector as ‘not worth the paper it was written on’ because no hydraulic or visual examination had been carried out.

The only solution to the problem was to drop the firebox and start again from scratch.  It was this action which revealed a long list of both major and minor faults which all required rectification.  Luckily the boiler shell and firebox were in good condition but the superheater had holes in it and the spark arrestor box and chimneys were rotten enough to require replacement.  Eventually, following inspection, the boiler was re-assembled and passed its 413psi hydraulic test. Since then the rest of the loco has been gradually rebuilt, and as during last winter we had serious problems with thefts and vandalism, the opportunity was taken to fit lockable sliding yobo-proof screens to the cab along with wire reinforced glass and bars over the windows.

The Sentinel shuffling past the loco shed at Chasewater during a test steaming shortly after arrival from Butterley, after which it was dismantled for overhaul – photo Sid Mills.

During 1984 the loco was test steamed twice revealing more minor problems.  The steam brake would not release properly because the valve body had been machined badly out of true; the engine blow through drain valve would not work because its pipe was blocked with twelve inches of solidified sludge; even the injector water valve could not be operated properly from the cab.  However, following each steaming of the loco, more faults are corrected or improvements made.

Two faults which need to be checked at the next steaming are the boiler feed pump which so far has refused to work, and the engine oil pump which has to be primed with oil before it will pump pressure.  Hopefully the recently installed stainless steel balls in the non-return valve matrix may have cured the oil pump problem.

At the present time the loco is being re-assembled after its second visual boiler inspection and painted BR black for the Open Day in October.  Hopefully, three years after it arrived it can at last be seen running in public.

The Chasewater Fat Controller – Nigel Canning.At the time of writing – May 2011 the Sentinel is coming to the end of its latest overhaul.

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106 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 2

Posted on January 15, 2022 by | Leave a comment

106 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 2

 News from the line

Mention should be made here that Brian Hames has been forced to resign as General Manager due to McGregor’s decision to redeploy him at Point of Ayr, following the closure of West Cannock No.5.  (Mr. McGregor was the Chairman of the National Coal Board at the time!). Grateful thanks are due to young Brian for services rendered and his successor is Tony Sale (formerly Assistant GM) and the new Assistant GM is Nigel Canning.

Loco News

I’ve tried to remember the numbering system of the locos but failed – miserably.  I have to keep going back through the mags to find them – enough is enough I say!!

The Hibberd diesel is still for sale at a very reasonable price.

Barclay 1223 – all the superstructure of the loco in undercoat, attention has reverted to the boiler and firebox.  The front tube plate is being built up with weld whilst the eighteen stays that were unsuccessfully inserted in the firebox, as mentioned in the last issue, are in the process of being removed in an attempt to straighten the buckled walls of the inner firebox.  The man says ‘this is in fact, proving quite easy’ 

The boiler inspector has been and wants a 9” square piece of the outer firebox to be cut out to investigate the extent of a small crack which has been welded over during a previous overhaul.

Brighter news about Asbestos, rapidly coming to the end of her prolonged overhaul with a return to steam being a matter of weeks rather than months away.

The new GM has been hard at work reassembling the boiler backhead fittings, all attached with new studs, whilst the Fat Controller has been making various bits and pieces which have needed replacement.  The outside motion is being reassembled to find someone a job to keep him off the streets.  During one of the Hairy Youths infrequent visits various pieces of the machine believed to be lost were rediscovered whilst several pieces believed to be ‘in the shed’ were not, so replacements will have to be made.

The Boiler inspector has been and performed an ultra-sonic test to his satisfaction and is returning for a steam test prior to Gricers’ day.

On Sentinel, the Fat Controller has busied himself making good various faults found during the January steam test, and has also painted the beast in an attractive black undercoat after much rust treatment and filling.  A coat of gloss black is to be applied before Gricers’ day.  The Boiler Inspector has been and carried out an ultra-sonic test and having been satisfied he will return for a steam test shortly.  He has also decreed that the boiler needs to be split every five years, not every 14 months as previously feared.

The Controller has carried out his threat of giving the beast a pseudo British Railways identity and has constructed a jolly fine smokebox number plate No.59632.

As yet nobody has had the heart to tell him that vertical boilered Sentinels don’t have smoke boxes!Work on Peckett 917 proceeds as other commitments allow.  The new cabside and the rest of the cab have received several coats of paint whilst the component parts of the new bunker await fitting.  Several men have been seen struggling to excavate layers of fire brick out of the smokebox in order to expose the front tube plate to the eyes of the Boiler Inspector.  Not a wise move as the tube plate appears to be somewhat bulged.  Following further descaling work the Boiler Inspector will return to pass sentence.

The GM has made his first major decision which is that S100 is to be moved into the shed as soon as possible – a sign perhaps of old age creeping up on him?  To speed this process up the loco will be re-wheeled as an 0-4-0 i.e. only two axles will be re-fitted out of doors, the third one will be done under cover.  The owner is at present wrestling with the task of fitting and securing the new main bearings into the axle boxes.

The Other Gentleman made a start on removing the tubes from the Neilson as a mid-summer madness wager that if they were all gone by the end of July then a certain bearded person would purchase a new set!  It is now the end of August and many tubes remain to be removed as those concerned are busy on ‘Asbestos’………Will the offer still hold……. Will the ancient Neilson steam again?  ………………Who knows? …………Watch this space!   Late note; yes the offer does still hold!

Coaching Stock News

In between making cups of tea, Mr. Bull and his crew have been busy repainting and varnishing the interiors of both the Wickham cars in preparation for Gricers’ Day.  As ever, more help is needed as several panes of glass need replacing and seats and tables need to be secured to the floor, however, the work done so far is a definite improvement.

Task Force

Still not happy bunnies!  Nuff said!

Company News

Working on the precept that no news is good news it would seem that the Company is doing just fine.

Well informed sources indicate that the overdraft has virtually disappeared (along with several of the Directors!) but shouldn’t there be an AGM (or three) due?

An unusual piece to end with…

Steam Hauled Sunday Dinner

As an experiment a steam hauled ‘Sunday Dinner’ train will be run on Sunday, 17th November.

In conjunction with the Rob Duffill Catering Corps a steam hauled train will depart from Brownhills West and at the current end of the line a roast chicken dinner will be served in the Wickham Buffet aka ‘The Norton Nasher’.  This is open to members only and is a trial run to see if such a service will be feasible when public services resume.

Would-be guinea pigs should contact Barry Bull as places are strictly limited to twenty.  Remember only working members can travel on CLR trains until the Light Railway Order is granted

N.B. It is expected that all participants will be prepared to spend the rest of the afternoon working so come prepared!

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

Posted on January 1, 2022 by | Leave a comment

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

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

Editor’s Notes – Ian Patterson

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

Chasewater Comment

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

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

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

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

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

Loco News

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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99 – Chasewater Railway Museum Bits & Pieces – Late 1983

Posted on November 4, 2021 by | Leave a comment

99 Chasewater Railway Museum Bits & Pieces – Late 1983

Editorial: Several things have happened, but little has changed.

Several significant things have happened at Chasewater since the last magazine was printed and these will be detailed in the next few pages.

Little has changed because we are still short of manpower and cash, of these two shortages surely the lack of manpower must be the more inexcusable.  On one Sunday this summer there were only two members at Chasewater and I make no apology for the fact that we spent the day working in the shed whilst the public looked through the locked gates of Brownhills West Station.  Fifty per cent of those people must have thought that it was a railway scrapyard and the other fifty per cent, who knew better, probably thought that we had closed down for good!

If we are very lucky, sometime next year, we may have a railway which is once again fit to run passenger trains on and probably a couple of locos and coaches in useable condition, but will we have the people to run them?

Nigel Canning – Operating Superintendent

 Locomotives

Asbestos – The six missing firebox stays have been riveted into place and the boiler will shortly be hydraulically tested.  If this is successful the loco can be reassembled, steam tested and the newly installed vacuum brake equipment tested.

Sentinel heading past the old rear of the loco shed in 1992

 Sentinel – The Boiler Inspector will carry out a visual examination on the boiler and superheater of this loco when Asbestos is hydraulically tested.  Work will then continue until completed.  A trial will have to be carried out to see if this loco is capable of successfully operating passenger trains before any though is given to fitting vacuum brake equipment.

 S-100 – Tony has been making use of the summer weather to paint various parts of this loco whilst trying in vain to find somewhere to have its wheels turned.

 DL7 – This loco continues in fairly regular use and is to be repainted with a bogus BR ‘D’ number.  However, one or two points should be remembered:

  • If it is to be used on passenger trains again it will have to be vacuum brake fitted.
  • The brake and starting air tanks will, under new regulations, shortly to be introduced, require to be insured and regularly tested.

 Small Peckett – Albright & Wilson, the Company from whom this loco is on loan, have recently offered to help pay for a replacement saddle tank.  The tank has been measured and drawn so that quotes can be sought for both a complete assembled tank and for a rolled plates do-it-ourselves kit.

28 Presentation plaque Peckett 917 Unknown R5.B1.S3

 No.21 – This loco is still operational if tow-started and has been used on occasion to move items of stock into sidings to pass DL7 in the absence of a run round loop.  A complete engine rebuild is probably necessary to enable it to be started from the battery.

Carriages & WagonsWickham Class 109 at Llangollen Station. Photographed during the Llangollen Railcar Gala weekend, 16-17 July 2005.  

Wickham Motor car 50416 – Throughout the summer this vehicle has been in use as a station buffet.  A considerable amount of work has been carried out including enlargement of the kitchen hatch, removal of one of the internal bulkheads and screwing down of tables.  A start has now been made on completely replacing the guttering so that the coach can be repainted before next year.

Wickham Trailer 56171 – Progress has also been made with this vehicle with the fitting of seats from a Cravens DMU and the removal of rain guttering.

Gloucester Trailer 56301 – No work has been carried out on this vehicle although it will require a repaint and clean up before re-entering service.

http://postalheritage.org.uk/collections/museum/transport/mailbyrail

TPO 30244 – Following the offer from Tyseley Museum this vehicle was sold for £1,000 and left Chasewater on September 8th.  It is reputed to have twisted one of its bogie frames when one corner broke through the floorboards due to being stood on uneven ground during loading.

 Six-Wheeled Coaches – One new end has been fitted to the M & C Coach and replacement luggage rack netting is being fitted to the MS & L.

 Loco Shed

The only work carried out in this building during the summer has been the painting of ‘Asbestos’.  A three phase cable has been obtained so that during the winter the workshop can be wired up and used.

 Taskforce & Trackwork

During the summer all of the plain track from Brownhills West to Norton East has been relayed with concrete sleepers and work has started on installing a new siding between the station and the shed.  Run round loops at both ends still remain to be installed plus level crossing gates and fencing.

Brownhills West station platform has remained half demolished throughout the summer awaiting funds for rebuilding.  A grant of £15,000 due in September never materialised and we await a possible grant of £5,000 to be applied for in November.

Some form of sleeper built platform may also be constructed at Norton East if funds and manpower permit.

At the present state of progress it will be touch and go whether the railway will be running next year.

Vandalism

Since the last magazine was published the following instances of vandalism have occurred:

1.    Half drum of steam oil drained onto floor.

2.    Two large coach windows smashed.

3.    Three small coach windows smashed.

4.    Paint poured into Gloucester trailer heater fuel tank.

5.    Fence cut at least once a week.

 Museum Notes

The arrival of the LNWR 50 foot passenger brake in its own platform in time for Easter has given a much easier access to the vehicle for old and young alike.

Various item have been acquired this year, some have come by way of donation – others have actually cost money although usually as part of a deal where other items have been acquired to offset the cost.

Relics, mainly paperwork previously kept in the TPO had to be removed in some haste following the decision to sell the vehicle to the Birmingham Railway Museum.  Much of what had been kept in the TPO had suffered from the damp conditions that had prevailed in that vehicle for many years following problems with the roof.  Most of the old GWR drawings obtained by Mike Lewis many years ago were still in a reasonable condition but some of the larger ledgers and books were virtually no more than mould and were consigned to the bonfire.

Despite what has been happening to the station area (demolition and not much else!) things have ticked over quite nicely in the museum.  Obviously fewer visitors without steaming but with more time to listen to comments from visitors it makes one realise how much importance our collection of small relics is to the Railway.  Whatever 1984 brings you can be assured that the museum will be open whatever happens outside.

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