Monthly Archives: February 2012

Steam Locos of a Leisurely Era 1883 T.W.Worsdell J 15 0-6-0 Great Eastern Railway

Steam Locos of a Leisurely Era

1883 T.W.Worsdell   J15  0-6-0

Great Eastern RailwayNo.7833 in 1925, painted in the temporary grey of the period, introduced during the First World War.

A standard class of general purpose engines introduced by T.W.Worsdell in 1883 and constructed at intervals over a long period, the last example coming out in 1913.  In all 289 of them were built, numbered 37-40, 119-24, 507-71, 592-600, 609-49, 680-99, 801-934, and 936-45.  No. 930 made history by being erected at Stratford in 9¾ working hours, in December 1891.

One or two were scrapped from 1920 onwards, but the majority came into the hands of the LNER and had 7000 added to their numbers.  Under the 1946 scheme the surviving engines were renumbered 5350-5479, and many of these acquired the addition of 60000 after Nationalisation in 1948.

The class has for several decades been an essential feature of the Great Eastern scene in the eastern counties, and they were to be found on all classes of work.  As recently as 1958 they could be seen working cross-country passenger trains in the Cambridge and Colchester areas.  Their low pitched boilers and long chimneys gave them a more ancient appearance than the later ones, at any rate, actually warranted.  42 of them served overseas during the First World War.  About thirty still remained in service towards the end of 1959.

Driving wheels – 4’ 11”,  Cylinders – 17½”x 24”,  Pressure – 160 lb.,  Tractive effort – 16940 lb.,  Weight – 37 tons 2 cwt.River Avill Bridge. Great Eastern Railway Y14 / LNER Class J15 0-6-0 No. 65462 with demonstration freight train. The River Avill passes under the West Somerset Railway by way of this modest two arch structure.

28 March 2004  From  Steve Edge  Creative Commons Licence [Some Rights Reserved] © Copyright Steve Edge and licensed for reuse under this Creative Commons Licence.

160 – Chasewater Railway Museum Bits & Pieces From Chasewater News Summer 1993 –Part 3 The value of a hole in the ground David Bathurst

160 – Chasewater Railway Museum Bits & Pieces

From Chasewater News Summer 1993 –Part 3

The value of a hole in the ground 

David Bathurst

In an edition of ‘Chasewater News’ last year (Bits & Pieces No. 152) I outlined the possible use of derelict land grant (DLG) to enable the railway to achieve one of its most important projects – the restoration of the causeway.  The possibility had arisen for a number of reasons, including the fact that the Staffs County Council was preparing a derelict land scheme to reclaim the Norton Bog area of Chasewater, directly adjacent to the causeway.

The Staffs CC scheme was, however, delayed owing to the need to consult British Coal in respect of the coal stocks which might be recovered from Norton Bog.  If the Staffs CC scheme were to proceed, it was suggested that the causeway restoration could form a later stage of that scheme.  The mechanism to achieve this proposal was itself very complicated, with the causeway mainly falling within Walsall Council’s boundary.

Since the date of my earlier article, many events have taken place, including the decision of the Boundary Commission to transfer much of Chasewater into Lichfield District Council (and thereby under the planning jurisdiction of Staffs CC) from 1st April 1994.  This transfer also includes land ownerships, much to the dismay of Walsall Council.  The proposed transfer has direct implications for the railway, namely the short-term difficulties of having to take account of an additional local authority and the longer-term benefits of having to deal with fewer local authorities!!

Against this backdrop of DLG and the involvement of the various local authorities, members who visit the railway regularly will have some difficulty in reconciling the information which I have so far provided, with the events ‘on the ground’.  Indeed by the time this article appears in print, there is a prospect that most – if natal – of the causeway restoration will have been completed.  Not only has a very substantial access roadway been laid from Hednesford Road (rear of the station area ‘top’ compound), but similarly substantial works will have been completed to prepare the causeway to receive substantial inert fill materials.

‘But how is this possible?’ is the question likely to be asked by many members – especially those members who will have appreciated the massive scale of the restoration project.  It is a valid question, particularly in light of the knowledge gained by the CLR Board regarding just how much fill material (perhaps 10,000 tons) and manual resources are necessary to undertake the work.

One of the earliest lessons which I learned upon joining my current employers was the value of owning a hole in the ground.  As time passes and demands on space increase, coupled with the ever-present vigilance of the environmental lobbyists, local authorities and private organisations are finding it increasingly difficult to dispose of unwanted materials.  Although it is of no concern to the railway, everyone must be aware of the problem of dealing with household waste.  Exactly the same problem arises in respect of disposing of hard waste which is generated through the day-to-day operations of a large local authority.  Most of this material has to be sent to licensed tips – sometimes a great distance away – at a significant cost both in terms of transport and tipping fees.  If you own a hole in the ground, and you can secure the necessary planning and/or other permissions to fill it, then you have a most valuable asset.

I think that few of us involved with the railway fully appreciated that the causeway might be regarded as a ‘hole in the ground; in reverse!  But that is precisely what it is.Causeway December 1992

Even before the previous article appeared in print, representations were being made to the railway to the effect that Walsall Council’s Highways Direct Labour Organisation (DLO) would be prepared to undertake a restoration project, using the causeway as a suitable location for filling with appropriate inert (and environmentally acceptable) materials.  It would be, and continues to be, a finely balanced financial equation.  It was to be based entirely on commercial considerations.  It was not to be regarded as a favour to the railway.  It was to be based on the financial benefit to be obtained by the DLO, but with the railway enjoying a similar benefit, albeit not in directly financial terms.

The proposal can be summarised thus: a proportion of the savings made by the DLO by not incurring tipping charges in the private sector could be allocated to the works necessary to transport materials and employ heavy plant to spread, profile and consolidate the causeway to specifications laid down by the railway.  In addition to its routine programme of road maintenance, the DLO is for ever tendering for major highway projects, including bridge and similar schemes, all of which result in materials having to be disposed of.

I have no wish to expend too much time and space in describing all of the individual aspects of the project which have had to be addressed before work could start.  I can say, however, that many hours of discussions and consultations have been necessary, and dozens of phone calls made, to ensure (so far as is possible) the support and co-operation of the various agencies involved.  The detailed discussions have necessarily been limited to a mere handful of railway personnel, so as to concentrate lines of communication.

These discussions have included such details as how to deal with the rare (or rarish) plant life growing on the causeway.  It has been necessary to remember that the railway’s activities include certain designated areas, including a SSSI and a SINC (abbreviations well known to those of you with wild life interests), which have required close liaison with Walsall Council’s Planning and Leisure Services Departments.  I must place on record the tremendous help, support and co-operation of the Officers who have been involved in this particular aspect, including the Countryside Officer who gave the CLR Chairman (the author of this article at the time) a crash course in rare plant recognition!!Causeway South 1992

There have been a number of false starts to the project.  Initially, it was intended to import the materials from the bridge reconstruction scheme at the High Bridges on the Pelsall to Brownhills road.  I suppose that it was inevitable that something would go wrong, and so it did.  The weather immediately after Christmas reduced Chasewater Park to a bog, making it completely impossible to even consider moving any form of heavy vehicle into or through the park.  Each time the weather seemed to improve, it immediately deteriorated again, resulting in a further deferral of the start date.  I hardly need to remind certain members of the dangers associated with driving vehicles in close proximity of the Chasewater reservoir without taking the precaution of wearing a life-jacket and having flares (as opposed to railway detonators) immediately to hand.  (While working with the dumper truck it got a bit too close and slipped into the water!! Bits & Pieces No. 151)Causeway December 1992

However, an upturn in the weather enabled everyone concerned to agree to an early May start date, and work on laying the access road commenced in earnest on the first Tuesday in May.  Regrettably, the attentions of the local riff-raff were directed to the contractor’s JCB, which attempted to emulate the dumper truck in trying to carry out work within the Chasewater Reservoir itself.  Despite this set-back, the work has continued according to plan.

In terms of a time scale, the DLO have not sought to offer (and nor has the railway demanded) a precise indication of a completion date for the restoration project.  This reflects the fluctuating availability of suitable fill material – which has had to meet exacting criteria laid down by both the railway and the local authority.  Nevertheless, it is in the financial interests of the DLO to undertake the work speedily and effectively, so as to avoid the costs of employing contractors’ plant and equipment, whilst at the same time maximising the capacity possibilities provided by the scheme.

The end product will be a causeway capable of accommodating a railway line; but it will not necessarily be a finished product.  It will still be necessary for the railway to provide for the small bridge at the eastern end of the causeway to be widened to facilitate the provision of a trackside footpath.  Indeed, although there is no formal right of access across the causeway, the railway cannot ignore the real world situation in which the causeway is seen by the public as a convenient route between the two sides of Chasewater Park.  The restoration scheme includes a private footpath alongside the running line, but at a slightly lower level.

In addition, discussions are taking place with the group responsible for the Forest of Mercia, in relation to a scheme of planting suitable species along the causeway, so as to enhance the environmental attractiveness of what might otherwise be a somewhat stark construction.

I apologise for the length of this article, but only in one sense.  The causeway restoration project is of momentous significance to the future of the railway.  It is a focal point in the minds of many of the railway’s working members.  Not only is it important in itself, but it also opens up the real prospect of further expansion into Chasetown.  Already, preliminary discussions have taken place with Staffs CC – who are currently designing their Norton Bog Reclamation Scheme now that British Coal have withdrawn their coal recovery proposals – regarding the clearance of the track-bed adjacent to the Norton Bog site.  Further, Staffs CC Highways Department have been asked to provide details of their design work on the Burntwood by-pass, to enable the railway to assess the implications on the railway’s long-term expansion proposals.

This is a very exciting time for the railway, with so many different projects taking place or being prepared.  The causeway restoration will make it necessary to bring forward thought (and expenditure) on the procurement of sleepers and rail.  It will give an added impetus and an exciting incentive to the working members and the railway’s many supporters.

And it is a fact that the scheme has come about because of the one thing that most of us had not contemplated – our own special version of a “hole in the ground”.Causeway South January 2005


Steam Locos of a Leisurely Era 1882 Beyer Peacock 0-6-4T Sligo Leitrim & Northern Counties Railway

Steam Locos of a Leisurely Era

1882 Beyer Peacock 0-6-4T

Sligo Leitrim & Northern Counties RailwayHazlewood in 1929

The 0-6-4T was the principal type of locomotive in use on this 48-mile-long railway in the north west of Ireland, since the partition partly in Eire and partly in Ulster.

The first two engines Leitrim and Fermanagh were built in 1882, followed by Lurganboy in 1895, with two more, Lissadell and Hazlewood in 1899.

Three more engines of an enlarged design appeared between 1904 and 1915, Sir Henry, Eniskillen and Lough Gill, whilst finally two more with further minor improvements came in 1950, Lough Melvin and Lough Erne.Lough Erne in 1953

The last two were notable in being the last new conventional steam engines delivered to any Irish railway (In 1958 an experimental steam turf-burning locomotive was built for the CIE).  Although constructed in 1949, they did not arrive in Ireland until 1950.  All the above were built by Beyer Peacock & Co. and the original five engines retained the Company’s distinctive bell-shaped domes to the end.  The SL & NCR never numbered its engines. Leitrim and Fermanagh were scrapped in 1952, and Lurganboy in 1953.  The others remained until the final closure of the railway in 1957.

Leitrim – Driving wheels – 4’ 9”,  Cylinders – 16½”x 20”,  Pressure – 160 lb.,  Tractive effort – 12513 lb.,  Weight – 47½ Tons.

Sir Henry – Driving wheels – 4’ 8”,  Cylinders – 17”x 24”,  Pressure – 160 lb.,  Tractive effort – 16840 lb.,  Weight – 53½ Tons.

Lough Erne – Driving wheels – 4’ 8”,  Cylinders – 18”x 24”,  Pressure – 160 lb.,  Tractive effort – 17100 lb.,  Weight – 54½ Tons.Freight on the line   Mickey Macmanus


Canal News, Waterscape, Feb 24th 2012

Canal News


 Fradley Junction

Burton upon Trent


DE13 7DN

T: 01827 252000Fradley Junction, Trent and Mersey Canal, Staffordshire

This is the junction of the Coventry Canal with the Trent and Mersey. The famous Swan Inn is the white painted section in the 200 year old (listed) brick building.

Some refer to it as the “Mucky Duck”.

© Copyright Roger Kidd and licensed for reuse under this Creative Commons Licence.

 Boaters, walkers and families alike find much to interest them at Fradley Junction – the spot where the Trent & Mersey and Coventry canals meet.

The junction is particularly busy during the summer months, with guided walks taking place along the towpath and boaters having a well-earned break at the café or nearby pub. Children are kept busy at the Fradley Pool Nature Reserve, with pond-dipping, bird-watching and various other nature-related activities on offer.

Services offered:

• Leisure attraction

• Nature reserve

• Visitor centre

• Restaurant

• Cafe

• Pubs + bars

• Boat hire

• Food

• Family friendly

 Model boat fair

03 March 2012 – 04 March 2012Model Boats Pelsall

 National Waterways Museum

South Pier Road

Ellesmere Port


CH65 4FW

Related Waterways

Shropshire Union Canal »

Model boat fair at the National Waterways Museum, Ellesmere Port. See model boats being demonstrated in the docks, view them up close on display and shop for the latest in model boat parts.

For more details, call the museum on 0151 355 5017 .

National Waterways Museum, 4 March

The bottom lock at The National Waterways Museum is being drained so our team can carry out lock gate replacement.

Come and join British Waterways on Sunday 4 March for a unique behind the scenes look at the locks. British Waterways teams will lead tours around the works, answering your questions about how lock gates are hand-crafted.

The team will also be able to tell you about how we care for and maintain the historic lock structures and the local area.

Unlocking the history

The locks at the museum site are designated by English Heritage as a Grade II listed structure and point of the Shropshire Union Canal. The locks open into the Manchester Ship Canal, which leads onwards to the River Mersey. The site was a working port until the 1950s and is made up of a system of locks, docks and warehouses, together with a pump and engine room.

 Shropshire Union Canal at Barbridge, Cheshire

Seen from beneath the arch of Bridge No 100 (Bremilow’s Bridge) across the Shropshire Union Canal (originally the Chester Canal), which carries Stokehall Lane. Note the width of the bridge hole – far more than bridges further south on Telford’s narrow Birmingham and Liverpool Junction Canal. From here northwards, locks are fourteen feet wide, and boats up to a beam of ten feet are still able to navigate the canal to Ellesmere Port.  © Copyright Roger Kidd and licensed for reuse under this Creative Commons Licence.

 The canal was designed and engineered by William Jessop and Thomas Telford as part of an ambitious project aiming to connect to three nearby major rivers – Severn, Mersey and Dee. The section from Whitby Locks to Chester opened in 1795, linking two of the rivers. The connection to the River Severn was never completed.

Time: 11am-4pm

Location: National Waterways Museum, South Pier Road, Ellesmere Port, Cheshire, CH65 4FW

Can you help British Waterways look after Gloucester’s waterways?

The Gloucester and Sharpness Canal

The Gloucester and Sharpness Canal at Frampton on Severn viewed from the swing bridge. Frampton on Severn church is on the right.  © Copyright Philip Halling and licensed for reuse under this Creative Commons Licence.

 22nd Feb 2012

British Waterways is looking for people who can dedicate some of their time to helping them care for Gloucester’s canals, river and dock. There are ten different roles available, all based in the Gloucester Dock office, which range from fundraising and heritage, to environment and even film making.

Lucy Bowles, British Waterways’ volunteer coordinator, says: “We’re in the midst of a really exciting time on the waterways. This summer the Gloucester & Sharpness Canal, River Severn and Gloucester Docks will all be handed over to a brand new charity, the Canal & River Trust. This means we have new opportunities to work with the people who love their local waterway and have time or skills they can offer to help these 200-year-old treasures.”

The opportunities available are:

– Environment assistant

– Orchard creation volunteers

– Environment library assistant

– Film creator for internal communications

– GIS research volunteer

– Fundraising assistant

– Gloucester Docks and Saul lock keepers and rangers

– Volunteering development officer

– Heritage team assistant (to cover Gloucestershire, Worcestershire and South Wales)

There will be an informal drop-in session at The Dock Office, Commercial Road, Gloucester GL1 2EB anytime between 2pm and 5.30pm on Wednesday 22 February where you can find out more about the positions advertised.

Alternatively, you can visit or call Lucy on 07824 327 274.

Guy Douglassv, who volunteered with the environment team last year, says: “By volunteering with British Waterways I noticeably improved my job prospects, through gaining valuable experience in the water management industry. After graduating, I joined the environment team at Gloucester and contributed towards many challenging and interesting projects. The team were really enthusiastic and helpful, constantly sharing their specialist knowledge and encouraging me to get involved. It also me more confidence and material when attending interviews, and it lead to me getting two job offers which I had never anticipated before the placement took place.”

New Arrival at Chasewater Railway for the Spring Gala March 17-18

Bagnall 2842/1946 0-4-0ST at Chasewater – Pic by oakparkrunner

 No. 2  2842 1946 0-4-0ST 4 ft 8 12 in (1,435 mm) built for the Kent Electric Power Company at Littlebrook Power Station, near Dartford.

One of the firm’s 14″ saddle tanks, weighing 27 tons in working order, it was delivered new to the Kent Electric Power Company at Littlebrook Power Station, near Dartford on 31 July 1946. Number 2 was later moved to Croydon “A” Power Station during the mid 1950s. There it shunted coal wagons until purchased privately for preservation in November 1972. During July 1973 it was moved by road to Alresford, becoming the first locomotive to arrive at the new Mid Hants Railway preservation scheme. It received minor repairs, but with boiler repairs also needed it remained a static exhibit. In May 1980 number 2 was named “Hampshire” immediately prior to a period of loan to Tucktonia, a model village in Christchurch, Dorset. The locomotive returned to the Mid Hants Railway in autumn 1982 and later moved on to spend several years at the Avon Valley Railway at Bitton, latterly on display at Warmley. It is basically complete but suffered some vandalism, and was eventually purchased privately by three members of the same family for restoration to working order at the Foxfield Railway. Number 2 arrived at Foxfield, complete with a graffiti livery, on 23 September 2003.

At Chasewater Railway for the Spring Gala March 17-18 2012.

Info – Foxfield Railway by oakparkrunner – with many thanks.

159 – ChasewaterRailwayMuseum Bits & Pieces from Chasewater News Summer 1993 –Part 2 The Re-opening of the Museum

159 – Chasewater Railway Museum Bits & Pieces

from Chasewater News Summer 1993 –Part 2

The Re-opening of the Museum

Bob Duffill

I am sitting in a Midland Railway chair, aptly for the article, in the museum which is housed in our LNWR full brake.  The rain is tipping it down and Easter Sunday has Chris’s pipe in danger of being flooded!  As it is not very busy I’m writing this article as for some time we’ve called ourselves the Chasewater Railway and Museum Co. but have not had a museum for the last few years.

Firstly, I would freely acknowledge past members who have gathered together a very good collection of railway relics and artefacts.  The last curator  being Barry Bull, who put in many hours over the years.

My involvement began when, a couple of years ago, I went into the museum to tidy up and dust and polish the display cabinet.  It was soon obvious, however, that all was not well.  The roof leaked badly, the exhibits had become dirty and run down, and many items were being ruined due to lack of care and attention.

The next few weeks were spent in desperation salvaging items that had become wet and taking them home to dry out as best I could.  The house began to look like a waste paper collection point as rare items were carefully dried out.  The smaller exhibits were also taken away for safe keeping, and the larger ones moved to drier spots in the brake.

Eventually the L&NW Society found that it had enough money to re-roof the vehicle, and after much reminding and being a nuisance, Steve Organ and his helpers re-roofed the vehicle, and the top-lights were rebuilt.  Adrian Hall re-wired the vehicle and installed new light fittings.  All of the remaining exhibits were taken down and moved to one end to enable a start to be made on painting the interior.  It was decided to use the coach for Santa’s Grotto, and John Duffill did most of the scraping down and painting.  Once Christmas was over and Santa’s Grotto was taken away, I re-arranged the interior to look a bit like an office and rebuilt and varnished the display case.

Keith Poynter has made a start on painting our metal signs.  He is making an excellent job of it but it is a bit like painting the Forth Bridge, there’s a lot more to do yet!A view of one end of the museum which has been re-roofed and re-decorated and is now open to the public once more.   Pic – Nigel Canning

Anyway, the museum re-opened on our first steaming of 1993, March 21st, it still needs work but at least we’ve made a reasonable start, and hopefully it will be an added attraction for the public, and reveal our collection to members who just did not know what we had in store.

The latest news is an attempted break-in during the week before Easter when two local youths broke open a door.  Fortunately they were heard by Chris Hatton, and he and Steve Organ apprehended one of them who will shortly be appearing in court.  The burglar alarm fitted to this vehicle is in perfect working order, so hopefully this will be our last break-in and I look forward to the museum being further re-opened in stages.

Part of the 2012 museum

Finally, if anyone has photos of the local engines or collieries we are always willing to copy them for the collection in order that we get a comprehensive display.

This final sentence still holds good in 2012.

Lancashire & Yorkshire Railway Van

Bob Duffill

As Tony Wheeler has been busy working on the L&Y (ex Cadbury) van recently, I have found some information on this unusual vehicle.  The original design goes back to the 1860s when an 8 ton version was introduced with a single roof door.  With the improvement in springs and wheels, this was later uprated to 10 ton in the mid 1870s.  The vans continued in production until 1916 when the last few were made, these having double roof doors.

I am unable to date ours yet, but it is between 1875-1913.  The LMS started scrapping them in earnest from the mid-1930s and ours was probably acquired by private industry shortly after.

The van should be painted in grey (Tony’s favourite colour) with white lettering, but as a change there was a variation which I feel we should adopt.  If they were shopped in Lancashire they had white roofs, but if they were shopped in Yorkshire they were painted red oxide, carrying old favours into newer times.

Some of our wooden-bodied vehicles are in fact quite interesting and well worth having restoration work carried out.  More paint to the C&W dept’s elbow! It won’t be long before we can have a decent goods train.

Some Early Lines – Burton and Ashby Light Railway

Burton and Ashby Light Railway

Map of the Burton Corporation Tramways and the Burton and Ashby Light Railway


Locale Ashby-de-la-Zouch, Burton upon Trent, England

Electric era: 1906–1927

Status Closed

Operator(s) Midland Railway and London, Midland and Scottish Railway

Track gauge

3 ft 6 in (1,067 mm)

Propulsion system(s) Electricity (diesel generation)

Depot(s) Swadlincote

Route length 10.12 miles (16.29 km)

The Burton and Ashby Light Railway was a tramway system operating between Burton upon Trent and Ashby de la Zouche between 1906 and 1927.

Remains of the tram track at Ashby de la Zouche Railway Station


The tramway opened on 2 July 1906 and was operated by the Midland Railway. The system used the tracks of the Burton upon Trent Corporation Tramways from a terminus by the Town Hall in Wellington Street through Station Street, Borough Road and Guild Street before using its own infrastructure through Swadlincote to Ashby de la Zouche. There was a branch from Swadlincote and Woodville to Gresley railway station at Church Gresley which opened on 24 September

The journey time from Ashby de la Zouche to the terminus in Burton on Trent was a minimum of 64 minutes and a 10 minute interval service was offered, requiring 17 vehicles.

One unusual feature of the line was the Swadlincote power house which was fitted with two 240 bhp diesel engines, rather than the more traditional steam power. The adjacent depot could accommodate a total of 24 trams but the company only ever owned 20.

The Brush Electric Company of Loughborough provided the open top tramcars. Each had two 25 h.p. Westinghouse 80 motors and capacity for 51 passengers. The livery was Crimson Lake and white with a Midland crest. When the company was taken over by the London Midland and Scottish Railway in 1923, the cars were repainted.

The system was taken over by the London, Midland and Scottish Railway company when it absorbed the Midland Railway in 1923, and the system was closed on 19 February 1927.

At closure, 3 cars were sold to the Tynemouth and District Electric Traction Company and the remaining 10 sold locally for domestic or rural use.

Car No 11 was eventually transported to Detroit where it operated on a heritage trolley line from 1976 until closure in 2003.   It is believed to be in storage at a Detroit Department of Transportation facility as of 2012.Tram at Stanhope Bretby, 1913

Steam Locos of a Leisurely Era 1882 Stroudley 0-4-2 London Brighton & South Coast Railway

Steam Locos of a Leisurely Era

1882 Stroudley 0-4-2

London Brighton & South Coast RailwayIllustration: No.191 as running in 1920, still carrying a Stroudley type boiler, but with cast iron chimney and in Marsh livery.

Stroudley’s main line express locomotives for the LBSCR were unusual in that whereas other designers at this period were building engines mainly of the 2-4-0 or 4-4-0 type, the Brighton engines had no leading bogie or even pony truck.  The use of large front coupled wheels for express work was considered in some quarters to be somewhat hazardous, but the engines turned out in fact to be very steady runners and there is no record of any of them having been derailed at speed.  Te design proved to be an excellent one and they took their turns along with more modern classes on the principal Brighton expresses, well into the 20th century.Heraldics for royal train – at the National Railway Museum

The first engine was No.214 Gladstone, completed in 1882 and 35 others followed down to 1891, numbers 215-20 and 172-200.  The last mentioned were built in reverse order, Nos.198-200 in December 1887, 196 and 197 in May 188, and so on, until the last one No.172 Littlehampton appeared in 1891.  The last ten came out after Stroudley’s death in 1889.  The class had been preceded by the six somewhat similar engines built in 1878-80, but with rather smaller dimensions these never achieved the success of the ‘Gladstones’, and they had all gone by 1904.  Of the ‘Gladstones’ themselves, ten were scrapped prior to the First World War, but no more withdrawals took place until 1923.  The last in service was No.172, scrapped in 1933, but Gladstone itself has been preserved, having been restored to its original condition with the old yellow livery.

The engines were rebuilt by Marsh from 1906 onwards, and many of them acquired boilers with Ramsbottom safety valves over the firebox.  The copper-capped chimney also in many cases gave way to plain cast iron ones, the yellow livery was replaced by Marsh’s chocolate brown, and most of them lost their names.  Under Southern auspices the colour was again changed to green, the numbers became B172, etc. (none ever received a 2000 number), and the few remaining names disappeared, including that of 184, which had borne the name of Stroudley in commemoration of its designer.

Driving wheels – 6’ 6”,  Trailing wheels – 4’ 6”,  Cylinders – 18¼”x 26”,  Pressure – 150 lb.,  Weight – 38 tons 14 cwt.B1 173 Cottesloe at East Croydon c1895


158 – ChasewaterRailwayMuseum Bits & Pieces from Chasewater News Summer 1993 –Part 1

158 – ChasewaterRailwayMuseum Bits & Pieces

from Chasewater News Summer 1993 –Part 1

From the Editorial

The Editor observed that there was a lot of news to report about Chasewater Railway making it difficult to find space for non-news items.  This must be a good sign as it means a lot more progress is being made on our railway.

Locomotive News

No.4 Asbestos – This loco has remained in service and operated all of our passenger trains so far this season and even passed an intermediate boiler examination in May.  Efforts are still being made to cure a number of minor faults, the worst of which is a badly leaking left-hand boiler clack.  Various attempts at reseating it have failed so a replacement component is now being machined.

No.5 Sentinel – This loco passed its major five-yearly boiler examination in May with no serious repair work being necessary.  The boiler water spaces will now be shot-blasted and painted and some ninety odd ¼” whitworth studs and nuts renewed before the two halves can be re-assembled.  There is a lot of work to be done, but hopefully the loco should be completed in late autumn.

No.2 Lion – This loco also had a visit from the Boiler Inspector in May when it passed its steam test.   The only serious problem is a persistently leaking mud door on the right hand side of the firebox which will require rectification.  Completion of the vacuum brake system and a repaint is now all that is required for the loco to be ready to enter service.

S100 – Still plodding along!

Fowler diesel – This loco has remained in service, being used on works trains and for shunting.  A problem has arisen recently in that it will not start unless the batteries are re-charged immediately beforehand.  Visually it is improving week by week as it is gradually being repainted in black with red buffer beams.  Hopefully once the repaint is complete it will remain in that livery.

DL7 – Following recent work on the main engine and traction electrical system the loco is runable again.  It was used for the evening shunting on June 6th and performed well with the exception of the brake which requires adjustment.  Only minor superficial repairs and a repaint are now required to complete the job.  It is likely that we will soon have a genuine need for two diesels, as with the track being extended all the time, one will be required for the works train and the other for shunting the passenger stock.  This will be of benefit as it will ensure both locos are started and used regularly.

No.21 diesel – Work on this loco has continued with the filling, sanding and undercoating of its cast iron body members.  When painting is complete the recently repaired engine will be refitted.

Smith Rodley crane – untouched.

Carriage & Wagon News

Great Eastern six-wheel passenger brake – This coach has now, but for a few small areas of panelling and trim, been completed on the wooden superstructure.  The multi-coloured first coat of gloss has been repainted in BR blue to seal it, but unfortunately one or two of the original wooden panels have dried out and now have ¼” cracks appearing.  These will be filled again, and like the rest of the body will be monitored until stable when the top coat will be applied.  The interior of the coach remained warm and dry throughout the winter months to my disadvantage for now we have an unpaid member living-in – a mouse!  Work will soon begin on the frames so as to be ready for the coach’s 100th birthday celebration in June 1994.

CRC 4-plank coal wagon – Keith has progressed well with the re-planking of this vehicle, and during the best thunderstorm so far this year Tony Wheeler successfully freed off the seized brake rods using Calor gas heat.

Keith Poynter poses next to the CRC 4-plank wagon during a pause in restoration work.

Southern brake van – This van has become our colliery information centre, and judging by the comments overheard from visitors the prospect of brake van rides down the line would certainly be another interest which we could offer to the public.

16 ton Great Western Toad – This van has remained out of service but has now been moved to the C&W yard where restoration can begin.

Dave Borthwick

The Maryport & Carlisle coach, the Midland 4-wheel coach and the Manchester Sheffield & Lincoln coach have remained sheeted up to protect them from the weather.

Wickham DMU E56171&E50416 – a firm offer has now been received from a preservation group based at Llangollen who wish to purchase a two-car set for restoration as a working DMU.  In view of the fact that it would cost the CLR a great deal of money to strip the vehicles of their asbestos insulation, the offer has been accepted.  Exact details of the deal are yet to be finalised but the vehicles are likely to leave Chasewater later this year in return for cash or a replacement coach direct from BR.

44806 waits by Goods Junction signal box whilst the Wickham DMU set passes

Gloucester trailerE56301 – This vehicle has also remained out of use, and is also the subject of a purchase offer from another preservation society. The group interested in this vehicle are based at British Nuclear Fuels in Preston and need a coach to get them started in the passenger carrying business.  This coach also poses the problem of asbestos insulation.  Again, details are yet to be finalised but the coach is likely to leave Chasewater this year.

56301 at County School Station on the Mid-Norfolk Railway on 17th December

Derby centre car W59444 – This coach has remained in service and is quite popular with the public.  It does, however, cause the occasional headache for the station staff as with so many doors (10) the passengers sometimes manage to open them faster than the staff can shut them!  With three out of four of our revenue earning passenger vehicles set to leave Chasewater, members may be wondering how we intend to continue running a train service.  In fact replacement  (asbestos-free) DMUs are being sought, and staff at Tyseley Depot have been very helpful in this.  What will arrive and when?  Watch this space!!

Steam Locos of a Leisurely Era 1881 Adams 0-6-0 London & South Western Railway

Steam Locos of a Leisurely Era

1881  Adams 0-6-0 

London & South Western RailwayIllustration:  No.0101 (later 3101 and finally BR 30566) in 1930.

William Adams’ standard freight engine for the LSWR.  Seventy were built between 1881 and 1886, numbered 395-406, 433-44, 496-515, and some scattered earlier numbers.

Fifty of them were requisitioned by the ROD in 1917, and sent to the Middle East, but some never arrived there, having been sunk in transit.  After the war the others remained in the service of the Palestine and Egyptian State Railways, and several survived until the 1940s.

All of the twenty that remained on the LSWR came into the SR at the grouping in 1923.  They had been placed on the duplicate list as 0397, etc., for many years, and the SR eventually gave them numbers in the 3000s, as 3397, and so on.  The only changes undergone by the class were in the boilers, a number of them having at some time carried the Drummond pattern with pop safety valve on the dome, whilst some others acquired after the grouping some boilers from scrapped 4-4-0s which were originally London Chatham & Dover engines.  These boilers were interchanged from time to time amongst different engines.

Eighteen of the class survived Nationalisation and became BR Nos. 30564-81, and the last was not taken out of service until 1959.

  Driving wheels – 5’ 1”,  Cylinders – 17½”x 26”,  Pressure140 lb.,  Tractive effort – 15535 lb., Weight – 37 tons 12 cwt.

These dimensions varied in later years with individual engines.  Some had 150 lb. pressure with 16645 lb. tractive effort, whilst those built after 1885 had a longer front overhang and weighed 38 tons 14 cwt.Old Adams 0-6-0 at Feltham Locomotive Depot

No. 3167 was an ex-LSW Adams ‘0395’ class 0-6-0, built in 5/1883 but lasting until 12/56 – latterly on light duties. Of a large class, it was one of the few not sent abroad during World War I.   © Copyright Ben Brooksbank and licensed for reuse under this Creative Commons Licence.