Event details

Event Title Walk – Stourbridge Canal

Event Type Waterside Walks

Organiser Broadfield House Glass Museum

Red House Cone View

The view from the Stourbridge canal towards the Red House Cone. The glass works Cone is one of only four left in the UK, and was built about 1788 and used up to 1936.  © Copyright Gordon Griffiths and licensed for reuse under this Creative Commons Licence.

 Details Jewels on the Cut is a leisurely stroll along the along the Stourbridge Canal towpath that examines the local industries, and in particular the glass-making facilities both past and present, from the perspective of the waterway that once served them. The walk from the Bonded Warehouse to Red House Glass Cone is led by Graham Fisher; waterways author, glass enthusiast and Outreach Worker for Broadfield House Glass Museum.

Start time for all of the walks is 10.00am, meeting at 09.45am in Canal Street by the Bonded Warehouse. There is a nominal charge to cover costs and under-16s should be accompanied by an adult.

For full details and booking, contact Broadfield House on 01384 812745.

URL http://www.dudley.gov.uk/glassmuseum

Start date and time 26th May 2012 9:45 AM

End date and time 26th May 2012 12:00 PM

Venue Address Canal Street, Stourbridge

Event details

Event Title Work Party – Brindley Bank, Rugeley

Event Type Work Parties & Clean-ups

Organiser IWA Lichfield Branch

Aqueduct at Brindley Bank, Rugeley, Staffordshire

Here the Trent and Mersey Canal crosses the River Trent. The new bridge carrying the A51 Rugeley Bypass (opened 22nd September 2007) can be seen about 300 metres ahead of the camera.  © Copyright Roger Kidd and licensed for reuse under this Creative Commons Licence.

 Details A community work party to continue improvements to the Brindley Bank Aqueduct area. 10.00 am to 12.30 pm. Meet at the bottom of the steps, accessed by the footpath between the Pumping Station and Albany Drive, off Wolseley Road, Rugeley, WS15 2HP. Work being done: excavate more of the historic tramway, litter picking, clearing undergrowth, remove Himalayan Balsam, painting, etc. Everyone welcome; come along and make new friends. Tea, coffee and biscuits provided. No experience necessary; all equipment provided. Further information from Margaret Beardsmore on 07581 794111 or email margaret.beardsmore@waterways.org.uk

Start date and time 27th May 2012 10:00 AM

End date and time 27th May 2012 12:30 PM

Venue Address Wolseley Road, Rugeley, WS15 2HP

 Event details

Event Title Canal Clean Up – Etruria, Stoke on Trent

Event Type Work Parties & Clean-ups

Organiser IWA Stoke on Trent Branch

Festival Park Marina Etruria

© Copyright Dennis Thorley and licensed for reuse under this Creative Commons Licence.

 Details As part of the lead up to the Etruria Canals Festival (2nd and 3rd June), IWA Stoke on Trent Branch are organising a canal clean up in the area around the festival site (which is at the junction of the Caldon Canal and the Trent and Mersey Canal).

The clean up will take place on Wednesday 30th May, from 10am to 1pm.

BW will be providing all tools and equipment, including a small work boat.

Do please come along to support this initiative. If you can let us know if you are coming that would be useful (just so we know how many mugs we need for a cuppa at the end) but otherwise just turn up at 10am at Etruria

For further details please contact alison.smedley@waterways.org.uk

Start date and time 30th May 2012 10:00 AM

End date and time 30th May 2012 1:00 PM

Venue Address Etruria

Trent and Mersey Canal at Rugeley, Staffordshire

The canal is 93.5 miles in length from Derwent Mouth to Preston Brook. The first sod was cut by Josiah Wedgwood in July 1766 at Middleport (Stoke-on-Trent). It took eleven years to build. This section between Derwent Mouth and Shugborough (the junction with the Staffordshire and Worcestershire Canal) was operational by 1770. James Brindley was the engineer until his death in 1772.   Staffordshire’s “Way for the Millennium” long distance footpath utilises the towpath between here and Great Haywood.  © Copyright Roger Kidd and licensed for reuse under this Creative Commons Licence.

 LNWR in South Wales

Nantybwch on the Abergavenny to Merthyr ‘Heads of the Valleys’ line on 19th August 1950 showing (left) a train arriving from Newport and Tredegar and (right) a train for Abergavenny, both behind the then standard motive power: LNWR 0-6-2 cola tanks.  Trains from Newport terminated here and the locomotives for the branch were shedded at Tredegar. – P.B.Whitehouse

 South Wales plus its coal were magnets which attracted the LNWR very strongly but the problem (with the GWR and the South Wales independents already ensconced) was how to get there.  The company had two main aims, the first to get into Newport and Swansea, the other, black gold.  In the event this was achieved by the construction of the long Central Wales line from Craven Arms on the Shrewsbury to Hereford route, under the Sugar Loaf to Swansea and, by the Heads of the Valleys route from Abergavenny through Brynmawr to Merthyr.  There was a change for Newport at the isolated Nantybwch Junction, trains ran down via Tredegar.  Today it is virtually all gone, with only the Central Wales line open with a desultory passenger service.  It was LNW and GWR joint from Llandovery to Llandilo.

A shot from the footplate of a Fowler 2-6-4 tank on the evening train to Craven Arms approaching Sugar Loaf from Llandovery. – P.B.Whitehouse

A train from Newport and Tredegar about to enter Nantybwch on 19th August 1950 behind LNWR Webb 0-6-2 coal tank No.58933.  This is a Saturday afternoon strengthened set of four coaches making a heavy load for this small engine up the gradients to the valley head.  The leading vehicle is an old LNWR eliptical roofed non-corridor dating back to the 1890s.  By the look of the peeling paint it had been used on miners’ trains, which did not provide the acme of comfort.

A Bescot (3A) shedded LNWR Super d 0-8-0 No.49064 a long way from home in Nantybwch on 19^th August 1950.  Note the tender cab for adverse weather conditions.  The train is an afternoon working from Merthyr to Abergavenny Junction whilst in the branch platform to the left is the connection from Newport behind Webb 0-6-2 coal tank No.58933.  The first coach is an ex-Lancashire and Yorkshire Railway vehicle.  – P.B.Whitehouse

Abergavenny Junction on 8^th September 1952.  Webb 0-6-2 coal tank No.58888, one of the last two to be steamed, shunts prior to moving up the line to Nantybwch and Brynmawr.  At that date a further eight other coal tanks were ‘stored’ awaiting despatch to Crewe for scrapping. – P.M.Alexander

1889 – 0-6-2T Manchester, Sheffield & Lincolnshire Railway

No.145 as originally built.  This engine eventually became BR No.69283 and was scrapped in 1958.

This class originated in 1889 under the superintendency of T.Parker, and 55 of the original design were built between that year and 1892.  In 1891 a slightly modified version appeared, notable in that it was the first engine in this country to be fitted with a Belpaire firebox.  Thereafter all new engines built by the MSLR for the Great Central, as it became in 1897, had this type of firebox, and it was eventually adopted to a great extent by most other lines, although never attaining quite such universal popularity as on the GCR.

The Belpaire 0-6-2Ts eventually totalled 129 engines, built between 1891 and 1901.  Two of them started life on the Wrexham, Mold and Connah’s Quay Railway, a small line later absorbed by the GCR.  The earlier series gradually also acquired Belpaire boilers, after which they differed only in having Joy’s valve gear instead of Stephenson’s link motion.  To outward appearances they were identical.

All survived to become LNER Classes N4 (the original round-topped engines) and N5, but by the 1946 renumbering a few of both batches had been scrapped.  The survivors then became Nos.9225-48 (Class N4) AND 9250-9370 (Class N5).  Many of the former and nearly all of the latter lasted to have 60000 added to their numbers under BR auspices.

No.771 (later No.69311) was rebuilt in 1915 with long side tanks extending to the front of the boiler, but apart from this exception the engines have undergone little change.  The original stovepipe chimneys were replaced by Robinson with a handsome tapering design, but in the 1930s these gave way to an extremely ugly ‘flower pot’ type, the shape of which is well indicated by its nickname, a disfigurement meted out to nearly all Great Central types at this period.

Class N4 became extinct in 1954 but the N5s did not begin to be withdrawn in any considerable numbers until the late 1950s, and about forty of them were still in service towards the end of 1959.

N4 – Driving wheels – 5’ 1”,  Cylinders – 18”x 26”,  Pressure – 160 lb.,  Tractive effort – 18781 lb.,  Weight – 61 tons 19 cwt.,  GCR Classification – 9A, LNER Classification – N4,  BR Classification – 2MT

N5 – Driving wheels – 5’ 1”,  Cylinders – 18”x 26”,  Pressure – 160 lb.,  Tractive effort – 18781 lb.,  Weight – 62 tons 7 cwt.,  GCR Classification – 9C & 9F, LNER Classification – N5,  BR Classification – 2MT

From Chasewater News Spring 1995 – Part 1

From the Editorial – Chris Chivers

This is the first issue of the Chasewater News for over five years without Nigel Canning at the helm.  Nigel has decided to retire from the post of Newsletter Editor, a task which has at times been a thankless one but a job which has been vital to the railway and its members.  From myself and the other members of the Board I would like to give Nigel our heartfelt thanks for the effort, patience and perseverance in trying to produce a newsletter that has increased in space and scope during his editorship.  Many, many thanks Nigel.

Since the last newsletter, work on the railway has increased apace, Norton Lakeside Station has been lengthened and backfilled to accommodate a three coach train and the 55 coping slabs that came from British Rail’s Taunton Concrete Works are believed to be the last order that was processed there before the works were closed down.  Fencing on the causeway is well in hand, trespass notices have gone up at each of the foot-crossings over the line between Brownhills West station and the new station with the accompanying whistle boards scheduled to be put in place shortly… The bridge between Chasewater and Jeffrey’s Pool has received new steelworks on the parapets and plans are being made to use the extra bricks in lengthening Brownhills West platform later in the year.  At Brownhills West the new amenities block is being refurbished with a donation of materials from Lichfield District Council for the cladding of the temporary accommodation.  This will give us at long last some decent sized toilets as well as facilities fro the disabled.  Also a new facia for the booking office and shop has been constructed off-site by the Community Service lads and should be put in place shortly.  The problem of extra storage space for stock alongside Elsley’s siding is being looked at, with it being earmarked as a summer job for the Community Service people.

The problem of lack of working members is again rearing its ugly head.  In 1986 there were a handful of working members and this has grown steadily so that in 1994 there were 20 – 30 volunteers working on site.  As the railway has grown, the demands on their time by the railway have increased.  In 1986 it was all hands to man the station on a steaming day, in 1994 not only were we fully manned for steaming days but there were staff working in other departments as well.  The railway is growing mad growing fast, with 60 running days this season and the strain on our existing volunteers is growing.  If you can spare some time or would like to become a regular working member come along any Sunday from about 9.30am, you would be more than welcome.

Loco Shed News

The loco shed has at long last got a fixed compressor which means that the engineering staff have got ‘wind’ to help with some of the jobs that consumed many valuable man-hours.  The compressor was a donation from Oscott Air as they decided the faults on it were not worth repairing.  On further inspection it was found that the only things needed were the small piston and con rod.  The old ones having worn the circular hole for the piston and con rod for the gudgeon pin to an oval shape, so causing a rather loud knocking noise.  It is hoped that jobs such as taking out old boiler tubes can be accomplished much more easily than having to do it by hand.  With the tidying up of the engine shed the ‘diesel dismantlers department’ have installed a new bench allowing them to lay out and reassemble various bits of engines.

 Steam Locomotives

 No.4 Asbestos – Once again Asbestos has opened the season for passenger services but whether it will see the season out is doubtful.  During the winter the crown of the firebox was built up with weld and a new fusible plug mounting was made and put into place.  Several of the rivets at the base of the firebox have received attention, as well as the foundation ring.  The new tubes purchased last year are in store and await the major overhaul that Asbestos needs.

 David & Goliath – Asbestos & 60056

No.5 Sentinel – The Sentinel failed its hydraulic test at the first attempt with a blown tube.  The boiler was lowered into the pit, the 14 outer tubes removed, new tubes purchased, replaced and the boiler hoisted back into position, all within 21 days.  The boiler fittings have been replaced and the second hydraulic test was successful.  Some of the pipework has had to be renewed because of the re-positioning of the Weir pump and it is hoped the Sentinel will be back in service later in the season.

S100 – The centre wheels for S100 that have for ages been in between one and two roads have at last been moved and are now in the shed against S100’s frames.  The tanks at the top end of Brownhills West site are also scheduled to be moved to the shed compound in the near future.  Several parts of the brake gear have been placed alongside S100’s frames and have received attention to free the pins and to clean the rust off them.  New horn keeps for two of the axle boxes have been fabricated and attention has been given to re-assembling the valve gear.  It is expected that S100 could be back on its wheels within the next 12 months.

Hudswell Clarke – The Hudswell Clarke has received a cosmetic coat of paint to smarten it up and to prevent any further corrosion to the bodywork.

No.3 Colin McAndrew – The boiler is awaiting a decision after its departure for the SVR’s boiler shop at Bridgnorth and the outcome of the inspection there.

917 – A short section of track has been laid in the shed compound in preparation for receiving the chassis that is currently on three road.  This is to enable some basic work to be done in cleaning and preparing the chassis for the long work of restoration back to working order.

917 at Albright & Wilson, Oldbury

 Diesel Locomotives

 Fowler diesel mechanical No.410013 – Work has continued on restoring the loco to full order.  The cab roof has been needle-gunned and has received a coat of primer (causing a complaint from one of our neighbours over the noise).  The air receivers have been removed for inspection and some of the pipework is scheduled to be renewed.  The loco is nominally serviceable.

Fowler diesel hydraulic No.422015 – The Fowler has been the backbone of the works trains and now needs some attention.  The problems with the engine due to diesel dilution of the lubricating oil have now been rectified.  The pump for the torque converter has now been repaired and this in turn has cured the low oil pressure that has been a problem for some time.

DL7 – This loco has been returned to traffic with the faults from last year rectified.  The broken cab windows have been replaced and some minor attention is needed to the instrument panel.

L & Y No.1 – Progress on rebuilding the engine maintains a steady pace.  The old cast iron spark plug holders have been drilled out of one of the two cylinder heads with the second head awaiting its turn.  New holders have been fabricated and are waiting to be fitted to the refurbished cylinder heads.  The timing gears have been remade and hardened courtesy of Dorman Diesels of Stafford.  A number of components for the 4JO engine have been loaned to Dormans to help them rebuild a similar engine from the Festiniog Railway’s Simplex ‘Mary Anne’.  It is possible that the engine from No.1 could be loaned to Festiniog upon completion of rebuilding for running in ‘Mary Anne’ while No.1’s chassis and bodywork is finished.

No.20 – The loco on loan to Bass Brewery Museum is receiving some attention, with the eventual aim of getting No.20 back into running order.

No.21 – Work still continues on getting No.21 finished.  A new radiator has been acquired and upon completion of a new sump gasket the sump should be fitted back to the engine.  With only one head to be put back onto the main cylinder block No.21’s engine is nearly complete.

DMUs – Both of these have received A and B examinations.  The brake blocks on one of the out-of-service units need replacing, and they will require some more maintenance work.

]]> http://chasewaterstuff.wordpress.com/2012/05/23/178-chasewaterrailwaymuseum-bits-pieces-from-chasewater-news-spring-1995-part-1/feed/ 0 chasewater stuff Front Cover Platelayers wanted Inside rear Cover David & Goliath - Asbestos & 60056 Peckett 917 - 1 Ruston & Hornsby DL7. Early days at Chasewater Nos. 20 & 21 Br Loco Pres 1969 Cw http://chasewaterstuff.wordpress.com/2012/05/21/some-early-lines-lnwr-in-north-wales/ http://chasewaterstuff.wordpress.com/2012/05/21/some-early-lines-lnwr-in-north-wales/#comments Mon, 21 May 2012 14:30:48 +0000 chasewater stuff http://chasewaterstuff.wordpress.com/?p=11927 Continue reading →]]> Some Early Lines

LNWR in North Wales

Bettws-y-coed station in May 1947 during the last days of LNWR coal tank working.  No.7841 is arriving on the afternoon train from Llandudno Junction.  P.B.Whitehouse

North Wales was a happy hunting ground for LNWR engines, even to the end of the LMS days, a few of the surviving 4-4-0s could be seen on the occasional express.  The same could certainly be said of the branches where smaller engines (virtually all of them were Webb) worked into Nationalisation.  The doyen of the Bangor shed in 1947 was John Maxwell Dunn, a man who didn’t suffer fools gladly but an enthusiast and a gentleman of infinite charm once one was accepted.

Amlwch Station, Anglesey, in May 1947.  The two coach set and loco (Webb 2-4-2T No. 6643) were based at Bangor.  The Red Wharf bay line was then open to goods, the usual engine being an 18” goods 0-6-0.  P.B.Whitehouse

Bangor in those days was responsible for working several branches, including Bethesda, Anglesey (Amlwch and Red Wharf Bay) plus, of course, the long South Caernarvonshire Line which met the Cambrian at Afon Wen.  This latter was the only one to have standard locos, but that had been so since the 1930s when the big Bowen Cooke 4-6-2 tanks were replaced by Stanier 2-6-4 tanks.  The interim before the arrival of the modern engines was filled by the use of 18” goods 0-6-0s who blasted their throaty way to the sea via Dinas Junction and the erstwhile Welsh Highland Railway.  Starting from sea level the inland branches tended to be steep, resulting in much noise and spark throwing.  A never to be forgotten sight and sound was to stand at Felinham on the Bethesda branch adjacent to the Penrhyn quarry main line in the dusk to await the arrival of the coal tank plus two coaches.  The sound came before the sight but the two combined and the resulting firework display has remained a very nostalgic memory.  Sadly it was only something to watch, photography could not record it.

]]> http://chasewaterstuff.wordpress.com/2012/05/21/some-early-lines-lnwr-in-north-wales/feed/ 0 chasewater stuff Bettwys Amlwych Stn Bettwys Amlwych Stn 1 Tregarth Stn with text 2 C to Denbigh with text copy 3 Corwen With text 4 0-6-0 text 5 - Holywell text 6 - Pen-y-groes Vict text http://chasewaterstuff.wordpress.com/2012/05/19/cannock-chase-mining-historical-society-news/ http://chasewaterstuff.wordpress.com/2012/05/19/cannock-chase-mining-historical-society-news/#comments Sat, 19 May 2012 08:11:07 +0000 chasewater stuff http://chasewaterstuff.wordpress.com/?p=11949 Continue reading →]]>

The May meeting of the CCHMS will be held on Wednesday May 23rd at the Museum of Cannocl Chase, Hednesford ay 3.00pm.  Admission is free and all are welcome.

The subect is “Licensed Mines” – Brian Rollins

The society has great news after a long delay and many letters email and phone conversation we have finally been given permission to erect our Information Signs on all disused collieries were the land belongs to the County Council, this includes the road side verge were the actual site of the colliery would be liable to vandalism.

The information sign at West Cannock No. 5 Colliery

This has taken a very long time  but we got there so the production line can now go full tilt.

1889 – 2-4-2T Lancashire & Yorkshire  Railway

 No.1538, one of the later engines built in 1910 with large bunker and Belpaire firebox, and subsequently superheated.  It was scrapped in 1931 as LMS No.10894.

The L & YR was a very large user of this type; between 1889 when they first appeared, and 1911, when the last batch came out, there were 330 of them.  The general design was similar throughout the period, but underwent some enlargement as time went on.  The first had round-topped fireboxes, whilst the last twenty built in 1911 had Belpaire fireboxes and superheaters.  The bunker was also enlarged in the later engines.  Many of the earlier ones subsequently received Belpaire fireboxes, some with superheaters also, and some without.  Six of the engines carried for a time an apparatus known as a thermal storage tank, an elaborate form of feed water heater, which was mounted on top of the boiler, with disastrous results to the engines’ appearance.  It was apparently not a success, however, and was eventually removed.  All of the engines were fitted with a special type of water pick-up apparatus which could operate in both directions, as it was frequently necessary to take up water when running bunker first.

These remarkable engines did a tremendous amount of hard work with heavy trains over the steeply graded lines on the L & Y.  Their duties were by no means confined to local services; they were regularly used as express engines on main line trains, along with much larger types of tender engines.

All of the engines came into the hands of the LMS at the grouping, including one which had been sold to the Wirral Railway in 1921, but a curiosity of renumbering was that whereas the whole class was allocated Nos.10621 to 10950 in the LMS list, the Wirral engine did not become 10638 as it should have done, as its rightful place in order, but was numbered 6762 along with the other odd assortment of engines obtained from the Wirral, the number 10638 remaining blank.  On being superheated four engines numbered in the 10800s became 10951-4, but although further engines also later received superheaters they were not renumbered.

At Nationalisation in 1948, 123 of the class passed into BR hands, and most of these survived to have 40000 added to their numbers.  A small handful was still in existence in 1959, and the original engine, No.1008, has been restored to its L & Y livery for preservation.

Non-superheated engines – Driving wheels – 5’ 8”,  Cylinders – 17½”x 26” and 18”x 26”,  Pressure – 160 lb, (190 lb. Belpaire engines),  Tractive effort – 16848 – 19416 lb.,  Weight – 56 tons (59 tons with extended bunkers),  L & Y Classification – 5,  LMS & BR Classification – 2P

Superheated engines – Driving wheels – 5’ 8”,  Cylinders – 19½”x 26” and 26½”x 26”,  Pressure – 180 lb.,  Tractive effort – 22445-24585 lb.,  Weight – 66½ tons ,  L & Y Classification – 6,  LMS & BR Classification – 3P

This Lancashire and Yorkshire Railway 2-4-2T tank engine was built at Horwich Locomotive Works in 1889 to a design by Aspinall. L & Y R 1008 became LMS 10621 and BR 50621.   York Scenes NRM

LNWR & Midland in Ireland

 A photograph taken in 1950 at Greenore, retaining a very LNWR atmosphere.  The signals and coaches were Crewe manufactured (the coaches still in plum and spilt milk livery).  P.B.Whitehouse

 Ireland

Both the LNWR and the Midland put roots down in Ireland, the former in connection with its steamer service to Greenore (which took passengers to Dundalk where they changed for Dublin or Belfast) and the latter with an extensive system known as the Northern Counties Committee.  Both were 5’ 3” gauge.  The LNWR line had a separate name, the Dundalk, Newry and Greenore Railway, but its engines (Ramsbottom/Webb 0-6-0 saddle tanks with names) and its six-wheeled coaches were exclusively Crewe built; although this was LNWR owned it later became worked as a branch of the Great Northern Railway (Ireland).  The NCC system was much larger, serving Belfast and Londonderry and the port of Larne.  There was one secondary line and branch serving Magherafelt and Draperstown via the north shores of Lough Neagh.  In addition there were some narrow gauge lines (3’ 0”) including that from Londonderry to Strabane where it met the Midland and GNR(I)  jointly owned County Donegal Railways Joint Committee’s tracks went to Donegal town and beyond.  This branch was worked by the CDRJC.

Ex-Belfast & Northern Counties Railway 2-4-0 as NCC No.57 Galgorm Castle at Cookstown Junction with a Magherafelt train on 20^th June 1938.  Locomotive and train are in LMS livery.  Note the NCC somersault signal right background.  H.C.Casserley

1889 – 0-8-0 & 0-8-2T Barry Railway

0-8-0 No.1390 at Barry in 1927

In 1886-8 Sharp Stewart & Co. built twenty 0-8-0 tender engines for the Swedish & Norwegian Railway, a company founded for the transport of iron ore from a mine in Sweden to Narvik on the west coast of Norway, but for some reason they were never delivered, and were left on the maker’s hands.

In 1889 the Barry Railway in South Wales purchased two of them, and they had the distinction of being the first 8-coupled engines of any British railway.  They proved very successful, and as in 1897 two of them were still on hand at the maker’s works, the Barry acquired these also, but not before they had, in the previous year, ordered seven new engines of virtually the same class, but built as tank locomotives.  These were the first 0-8-2Ts ever to run in Britain.  The remaining 0-8-0s had in the meantime found other buyers abroad.

Owing to the small turntables in use on the Barry system, the 0-8-0s had to be fitted with 4-wheeled tenders.  This resulted in the unusual situation of the tender engines having less coal and water carrying capacity than the tank version.  Both classes underwent a few modifications by the Barry, but all passed practically unaltered to the hands of the GWR at the grouping, who in accordance with their usual practice when acquiring engines from another company were quick to ‘Great Westernise’ most of them by fitting them with GWR boiler mountings and chimneys.  The 0-8-0s had been BR Nos.35, 36, 92 and 93, and they became GWR 1387-90.  The 0-8-2Ts were Barry 79-85, renumbered GWR 1380-6.  All were broken up between 1925 and 1930, but it may be mentioned that another South Wales company, the Port Talbot Railway, acquired three 0-8-2Ts of the same design, also from Sharp Stewart in 1901, and one of those, as GWR No.1358, lasted until 1948.

0-8-0 – Driving wheels – 4’ 3”,  Cylinders (2) 18”x 26”,  Pressure – 150 lb.,  Water capacity – 2000 galls,  Coal capacity – 3 tons

0-8-2T – Driving wheels – 4’ 3”,  Cylinders (2) 18”x 26”,  Pressure – 150 lb.,  Water capacity – 2100 galls,  Coal capacity – 3½ tons

MGs in the Trees 2012

I only had time for a quick tour of the field quite early in the day, but the weather was certainly much kinder than last year!There seemed to be a very good turn-out of MGs of all ages and models.I would think that more of the public turned up later.