- Chasewater Railway Museum – February 2023 Newsletter
- 133 – Chasewater Railway Museum Bits & Pieces From Chasewater News April 1991
- 131 Chasewater Railway Museum Bits and Pieces – From Chasewater News January 1991 Out and About – Peter Aldridge and 132 – Chasewater Railway Museum Bits & Pieces From Chasewater News January 1991 Pssst – Wanna buy a steam loco? – Ian Newbold
- Chasewater Railway Museum – January 2023 Newsletter
- 130 – Chasewater Railway Museum Bits & Pieces Alfred Paget nearly got to Bescot – August 1990 – (Or the Not-so-Flying Scotsman) – P. Aldridge
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Tag Archives: Steam TrainsImage Image
107 Chasewater Railway Museum Bits & Pieces – Autumn 1985 – 3
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.
Industrial Railway Society Day at Chasewater Railway. 16-04-2011
A look back at a proud moment for the Museum in 2011, nine years ago
Industrial Railway Society Day at Chasewater Railway.
The day started with the unveiling of the Eric Tonks Collection of locomotive nameplates and worksplates, this was, of course held in the Museum.Following this, and many photographs, a number of rides down the line with ‘Asbestos’ and ‘Linda’ taking turns in hauling the train. I think that ‘Colin McAndrew’ was in steam later.Pic by oakparkrunner
The Marston’s Baguley diesel shunter and the Class 08 were also put through their paces.
There was a buffet lunch on the first floor of the Heritage Centre which was well appreciated – well done Linda and Mavis and anyone else involved.
Occasionally, some of your visitors may see an advertisement here,
Some of my old Chasewater Railway Photographs Taken circa 2007-9
More about the Neilson Loco
A Trip to Gartsherrie
From 1968 Mercian Vol.1 No.3
By Trevor Cousens
On Friday, 16th February at 6.00pm a small party consisting of Lawrence Hodgkinson, Mike Lewis and myself, departed from Chasewater in Mike’s 30 cwt. Van en route for Gartsherrie, near Glasgow. The purpose of this trip was to purchase spare parts from the three Neilson locomotives remaining at Bairds and Scottish Steel Ltd.
A stop was made in Derby to pick up Steve Allsop, then we cut across to the M6 motorway. The speed of Mike’s van was limited by a governor to 45 mph so the going was slow.
It was quite a relief when a stop was made at a service area for refreshment. We made full use of the transport drivers eating facilities – in our overalls we did not really have much choice. Back on the motorway we continued our journey northward. I retired to the back of the van to try to sleep. After rolling my sleeping bag out amongst several hundredweights of tools, bars, rucksacks and other bric-a-brac I tried persistently to sleep. The noise of the engine and the tyres on the road, coupled with a sharp drop in the temperature precluded this. I heard someone groan ‘snow’ from up front. This is what we had dreaded. A climb up Shap with eight inches of snow on the ground!! After this, sleep was impossible. I lay on my back and watched icicles form on the van roof. About 3.30am on the Saturday morning the van halted. After many gear changes, reverses and sliding of doors up front there was silence for a moment. When I looked out we were parked on a small snow-covered country lane; fir trees on one side, a railway above us and the moon shining across snow-covered fields. They had had enough for the evening, and Steve, Lawrence and Mike came aft for sleeping bags, blankets, camp beds and other items necessary for comfort!! While the three sorted themselves out I got out with a camera and had a prowl around. I found that we had parked practically under the West Coast main line at Beattock.
In front of us Brush type 4s pounded up to Beattock Summit, assisted by English Electric type 4s, 2s, and 1s on the night mail trains and sleepers. One could not help thinking that there was something missing not seeing the flicker from the firebox silhouetting the fireman as he shovelled rapidly on a ‘Duchess’ at full pelt up the bank.
The others had comfortably settled down by now in the back of the van. I chose the driver’s seat as I was sure that it could be no more uncomfortable than trying to lie down again. With last reminders to wake up at 6.45 am to be in Glasgow for 8.30 am, we dozed off to sleep, a sleep punctuated by the clatter of trains over the bridge above and the wail of diesel horns as bankers attached and detached from the trains – we couldn’t have picked a quieter spot!!
At 7.00 am Lawrence and Steve spent 20 minutes trying to wake Mike, who seemed to be the only one who had really slept, despite the noise (still, he is a railwayman). We slowly began to thaw out when we were back on the main road to Glasgow, and the sun came out, picking out the snow-covered hills in a fiery pink light,
Arriving in Glasgow at 9.30 am we met the fifth member of our party – Gerald Wildish – who had travelled up on the overnight train from Darlington to Glasgow without any heating.
Neilson at Gartsherrie
After a meal we arrived at Bairds and Scottish Steel’s works about 11.00 am, where we weighed in and were directed to the loco shed. We mat a Scottish RPS representative who was also buying spares for their Neilson. After having a look at our Neilson tucked away in the workshops inside this gigantic, desolate steelworks, we proceeded to the engine sheds where we worked in pitch darkness with the odd brilliant ray of sunshine punching a dazzling beam across the shed, and with snow dripping from the smoke vents onto our heads. We dismantled the spares from the three scrap Neilsons and filled Mike’s van with spare parts. An amusing interlude was enacted when Gerald held tea-cups under the water crane to be washed out while I pulled the cord, drowning both the cups and Gerald in several hundred gallons of water.
The load was examined by Bairds and we were weighed out – 10 cwt. Of spares aboard. We then proceeded to the coal mines at Gartshore where we saw the Scottish RPS Neilson and an Andrew Barclay still simmering next to a red hot brazier which we stood around for 15 minutes to warm ourselves before returning to Glasgow, to a hotel and a well-earned drink. The hotel we had chosen to stay at was unfortunately a rather expensive one. I think they were rather shocked to see four really scruffy individuals – black all over with soot and dirt and in need of shaves. We were ushered up the back lift to two attic type rooms – but they had hot water and beds!!
The Saturday evening was spent feeding and drinking and we bade farewell to Gerald who was lodging in another part of Glasgow, prior to his departure back to Darlington. We all turned in, forgetting to put forward the alarm clocks and so missing breakfast by one hour!! Room service rang us at 10.00 am Sunday, and we cajoled the waitress to find us four late breakfasts. At 11.00am we made a start back towards Chasewater, after buying all the Sunday newspapers. We stopped for diesel at Lockerbie and continued south, the sun was beginning to thaw the snow and a thick mist was rising. Suddenly out of the mist our way was blocked by two policemen!! They directed us to the side, and asked why we carried no ‘C’ licence. They asked to see the load. When we opened the door what a sight must have met their eyes, with piping strewn diagonally across the floor of the van, a 20 ton lifting jack, and many other items, including a kettle boiling on a primus for tea!! After lengthy explanations, the showing of membership cards, driving licenses, etc., we finally convinced them that we were law-abiding, but we could not help thinking of Gerald on his way home with the receipt in his pocket!
Arriving at Hixon at 8.00 pm Sunday evening, we unloaded the spares and drove over to Hednesford for a sandwich and a drink in the ‘Queens Arms’. The rest of the RPS crew from Chasewater and Hednesford were there, and the tales of the week-end working parties were exchanged. Mike’s van had changed colour from dark green to white as a result of the salt spray.
A Bits & Pieces article from Mercian Vol.1 No.3 1968
Neilson & Son Ltd., No.2937 of 1882
Bairds & Scottish Steel Ltd.’s No.11
Delving back through the records of Bairds & Scottish Steel Ltd., one comes across several interesting details about the locomotive which we hope will be at Chasewater before the summer is out. Some of this information which has come into my hands is included in this article.
No.11 was the fifth locomotive built by Neilson’s for Bairds, two of which were six-coupled. She was the second 14-inch four-coupled built for Bairds. (The first, No.13 – built in 1876 passed to the NCB in 1948 and will eventually find a home at Falkirk). Supplied new to Bairds in 1882, she cost £1,275. Engines built to this design cost Bairds between £925 and £1,300, the cheapest being the last, the second, No.3 delivered in 1889.
My own personal records of No.11 go back no further than 1889, but in May 1900 a new firebox and tubes were fitted. The next major repairs were in 1911 when a further new firebox and tubes were fitted. A minor overhaul took place when a new right-hand coal bunker was supplied and the tank replaced.
After 1916 the records became scant until 1934 when greater detail is once again recorded. In January 1936 another semi-major overhaul took place: new plates were provided for the boiler and a new brake assembly was fitted. A year later the firebox was patched and all mountings ‘done-up’. In July 1938 she was stopped again for general repairs and in November was fitted with a new firebox, repairs continuing until March, 1939.
In 1941, 4 new tyres were fitted, new brasses being added at the same time during a heavy general repair. She returned to the works in June 1943 when the boiler and firebox were condemned, but was back at work with new boiler and firebox, a patched tank and new brake cylinder block and shaft in less than six weeks. It shows what work can be carried out quickly during war time. (Due to the pressure of keeping engines at work, No.1 – the ex GERJ 15 class was sent to Cowlairs for overhaul.) A further new firebox was fitted in August, 1945 during another heavy overhaul.
New tyres were fitted in the general overhaul of 1947, but the next interesting occurrence came in the heavy overhaul of 1949, after fitting new tubes, a further new firebox was fitted and the boiler removed for hydraulic testing. However, when being removed for testing, the rope broke damaging the boiler, which had then to be lifted into the shed and rebuilt on the frames for testing again. Eventually the boiler was hydraulically tested to 200 lbs. and steam to 135lbs.
Fireboxes seemed to wear out very quickly on the Neilsons for the 1950 firebox fractured in 1954 and was presumably replaced although the records do not state this. General repairs followed in 1958 and 1963, when the boiler was announced to be satisfactory and in June 1967, just before the works closed.
When the works closed in July, apart from being the second oldest working locomotive in the British Isles, No.11 was the last to be repaired at the Gartsherrie Works. She is in excellent mechanical order and when inspected by the engineers in February of this year (1968), it was pronounced that she would be the best of the RPS stock in this direction. She lacks paint – I have no record of her being painted after 1950 – and remains in the post-war black. She was never repainted dark blue as were many of her contemporaries at Gartsherrie. We hope, funds permitting, to move her to Chasewater at the end of May or early June. We have enough money to complete the purchase but we are still short of removal funds by several pounds.
Summary of dimensions:
Weight: 28 tons, Boiler Pressure: 120lbs. per sq.in.