182 – Chasewater Railway Museum Bits & Pieces
From Chasewater News Summer 1995 – Part 2
Loco Shed News
The loco shed has had its first visit by one of the DMU cars for maintenance at the end of July. It was proved that, against all odds, the shed doors were large enough to accommodate the loading gauge of the vehicle. When S100’s chassis is back on its wheels and the shed cleared, a DMU car can be comfortably accommodated for routine maintenance on the underside of the vehicle. With the basic compressor installed, courtesy of Oscott Air, the addition of a main air line is now proceeding.
A few air tools have been acquired but more are needed, if you have any spare or know someone who has could you please let us know, or possibly drop them into the locomotive shed any Sunday after 10.00am. One area also due to receive some attention in the shed compound is the platform. Over the years a small amount of movement in the fill behind the platform facing has begun to shift slightly causing a minor bulge in the platform facia, as a remedial solution to this problem the top slabs and the first course of bricks are due to be removed along with the top levels of fill. This will finally give us a chance to clear the last of the bits and pieces from the platform and recover any useful items and clear out for scrap any metal that has no relevance to any other department on the railway.
No.4 Asbestos – This locomotive which has given so much service over the years is now starting to feel its age, and shortly major boiler works will be required to keep it in traffic. The latest failure was due to the lower half of the regulator casting rotting through after 86 years. Two attempts to cast a replacement at the Ironbridge Gorge Museum’s foundry at its Blists Hill site, for a miniscule cost, have failed due to collapsing cores. The railway would like to thank the staff for their best effort to help in this matter. We must now consider that this casting will now have to be sent to a commercial foundry for its manufacture.
No.5 Sentinel – Work on this loco is rapidly progressing towards completion. With its boiler passing its hydraulic pressure test and many of the fittings being put back into position, another few week’s work should see the Sentinel out of the loco shed for its first steam test. The few pieces that need to be finished off include a new section of steam pipe from the regulator to the engine and some new packing glands.
S100 – The long steady progress of S100 is still continuing. The cab roof and side tanks have now bee moved into the bottom compound and a further search of the area between one and two roads has been carried out for any miscellaneous pieces from this locomotive. The only major pieces to still be taken down to the shed compound are the two sand boxes still lying in between one and two roads. The valve gear is still receiving some attention as well as work continuing on the remaining locomotives springing.
DL7 – This locomotive remains serviceable although a number of problems have occurred with the air starting valves sticking. They have now been dealt with, but with the general state of wear and tear on the engine it is only used for emergency stand-by. The axle boxes and brake gear has also seen attention over the past several weeks.
Fowler diesel mechanical No.410013 – The small Fowler continues to be nominally serviceable as another emergency stand-by. The amount of work on this locomotive has been limited due to the loco department’s staff being engaged on other loco department work.
Fowler diesel hydraulic No.422015 – This locomotive continues to be the backbone of the railway’s shunting and works trains. Apart from some routine maintenance work the locomotive has proved to be reliable since the repair of the torque-converter transfer pump.
No.21 – This historic locomotive is steadily progressing toward completion with the sump being replaced on the crank case with a new sump gasket. The clutch components have been located elsewhere on site and are now being refurbished. The second cylinder head has been finished off and is now ready for re-fitting to the rest of the engine.
L&Y No.1 – Work continues on this locomotive with the Dorman’s 4JO engine rapidly being rebuilt. One of the cylinder blocks has been replaced and the timing case assembly being completed. Further work on the engine includes replacement of a valve guide and attention to the valve gear. A new water pump is due shortly from Perkins Engines (Dormans) and the refurbishment of the radiator by Serck Marston is virtually complete. Other work has included the removal of brake gear and sand boxes for repair and refurbishment. It is hoped by the time of going to press with the magazine that the body and wheel sets currently on the spur siding at Brownhills West Station will have been craned out and a correct set of split spoke wheels obtained for use on the locomotive will be brought together in the shed compound.
DMUs – The DMUs have continued to provide a reliable running service, although they have been dogged by a continuous stream of small system failures, which leads to one or more engines having to be isolated. We have yet to suffer a total failure in service, and so far none of the minor failures have been beyond out capacity to fix.