125 – Chasewater Railway Museum Bits & Pieces
From Chasewater News April 1990
Midland Railway – Brownhills Branch – B. Bull
Copy of what may have been a locally commercially available postcard depicting a MR Johnson design 3F 0-6-0 of the type introduced in 1885 and rebuilt by Fowler from 1916 with Belpaire boiler.
Looking back through various back numbers of ‘Mercian’, ‘Chasewater News’ and ‘Railway Focus’ it becomes apparent that little has been published to inform members of the history of this branch, part of which trackbed provides us with the base for our own Chasewater Light Railway operations. An even more glaring omission is that we have not made available for publication the few interesting photographs in the museum collection.
On July 1st, 1879 the Midland Railway had opened a line from Castle Bromwich to Walsall with intermediate stations at Penns, Sutton Coldfield, Sutton Park, Streetly and Aldridge. Whilst this line was being constructed, a branch from Aldridge to Walsall Wood was authorised on July 13th, 1876, with further extension to the western shores of Norton Pool being authorised on August 6th, 1880 to give an end-on connection with the Cannock Chase & Wolverhampton Railway, just south of the causeway.
The contractors for this 3¾ mile branch were H.Lovatt & Co.Ltd. I am unable, however, to discover any details of the contractor’s locomotives which would undoubtedly been used on this project.
On April 1st, 1882 the branch opened as far as Brownhills West for goods only, with the connection to the CC & WR being opened on November 1st, 1882.
Just north of the A5 road there was a short lived spur to the Coppice Colliery, Wilkin, owned by J.Owen Ltd. (Later the Coppice Colliery Company. This spur closed when the colliery was shut in 1894.
Passenger services commenced to the newly opened stations at Walsall Wood and Brownhills Midland on July 1st, 1884, but colliery traffic continued to be the mainstay of the branch.
Brownhills Midland was over half a mile out of town just north of the A452 Chester Road, whereas the LNWR station on the South Staffs Walsall line was handily situated at the end of High Street so it was no surprise when the LMS withdrew the passenger service on March 31st, 1930, Brownhills Midland being demolished soon afterwards.One amazing survivor is a wooden ‘finger’ which used to point the way to the platforms. This piece owes its continued existence to the gentleman who fortuitously purchased from the site a pile of wood to build himself a garden shed, the finger surviving long enough to find its way by means of a donation to the RPS collection. However, I digress slightly, goods traffic continued on the branch until the closure of former Cannock Chase Colliery pits by the National Coal Board in the late 1950s, the line being lifted between Aldridge and Brownhills West in 1960, with the CC & WR remnants left around the northern shores, mainly going by 1963. Last day of passenger services at Brownhills Midland. A Johnson 3F, No.3277, with two coaches of compartment stock including a clerestory probably dating from the period 1897 to 1916. The porter seems to be holding up a closure notice or something similar perhaps.
What was left owed its continued existence to the NCB Area Workshops which was then just rail connected to the former LNWR Norton Branch via a circuitous route through the closed Conduit Colliery yard reached by a spur just south of the causeway. A small amount of the original Midland Railway metals had been left as a headshunt, this being part of the former exchange sidings with the CC & WR and it was some nine years after the Railway Preservation Society came to Chasewater before British Railways ‘rediscovered’ the sidings left for NCB use in 1960 when the rest of the branch had been lifted. By then of course the Society had extended their track into the park so the still BR owned piece fell in the middle of the Chasewater Light Railway. How this problem was surmounted will be the subject of a future article, as it is a story in itself.Standard MR platform lamps on hexagonal posts are in evidence, but the sawn paled fence seen in the postcard view has been replaced with the sawn diagonal variety by the time these photos were taken.
These form part of the Museum’s collection of local photographs, some of which will be made available to the Editor to feature in future issues of Chasewater News. With 1990 being some 60 years since Brownhills Midland closed its doors to passengers, it is especially pleasing to be able to provide photos of the last day of services, March 31st, 1930.
This post takes me back the best part of 50 years, when we first deciced to look at the Chasewater line
That day we started at the A5 and walked up the track bed to reach the track at the bridge in the embankment. The exchange sidding then ran round to become a single track over the causeway, and round to meet the line up to Chase Terrace, Cannock Wood and on round to Hednesford. From this junction the track carried on to the CC&W engine shed, which we had a look around, and on down to the A5. It ended were the oil depot was, which was the exchange sidings. It was after the club started to talk to the NCB re leasing, so the story goes, they found out the CC&W railway still owned the track. It had not been wound up, so one day we went up Chaswater, and found the track the ended at the Chase Terrace junction, the rest had been totally flattened, and removed from the face of the earth.
We then used the exchange siding extend the track down past the plate layer hut.