Alrewas area- Lost King Charles Spaniel

This is not the lost dog, but it is a member of the breed.

HELLO EVERYONE

WE ARE TRYING TO SPREAD THE WORD THAT A LITTLE BROWN AND WHITE KING CHARLES SPANIEL WAS LOST IN THE ALREWAS AREA ON SATURDAY 19TH JANUARY 2013. ANSWERS TO ‘ZIGGY’. THERE WAS DEEP SNOW AND IT WAS VERY COLD. PLEASE IF ANYONE KNOWS OF HIS WHEREABOUTS PLEASE GET IN TOUCH, HIS OWNERS AND THEIR OTHER DOG ARE HEART BROKEN……. CALL 01548 472963 OR US HERE AT JUNCTION GALLERY, FRADLEY JUNCTION 01283 790332.

THIS IS OUR FIRST TIME USING THIS BLOG – SO IF ANYONE CAN SPREAD THE NEWS FURTHER PLEASE LETS HELP FIND HIM. JACKIE AND SUZANNE XX

145 – Chasewater Railway Museum Bits & Pieces – From Chasewater News Spring 1992 – Part 1

Editorial Nigel Canning

A lot of progress has been made over the winter months at Chasewater to the extent that it is now very difficult to keep the news sections of the magazine updated before it is printed.  This is because there now seem to be a lot more people than ever before working regularly on our railway, and the effect of this is beginning to show.  The track extension is proceeding at a very impressive pace, and we are on the verge of having three steam locos available for running trains, and a choice of passenger and goods rolling stock in gradually improving condition.

Anyone wishing to help in any department on the railway will be most welcome at Chasewater this summer – if in doubt, please ask for details at the booking office.

Locomotive News

No.4 Asbestos – This loco finally passed its hydraulic test in March, and is now being re-assembled ready for steam testing.  A repaint is also being carried out so that the loco will re-enter service in green livery later in the year.

No.5 Sentinel – This loco has passed its annual visual boiler examination and was back in service on 11^th April to work a special train for the Industrial Railway Society.  Trouble was again experienced with rust from the inside of the superheater coil being drawn up through the regulator box and blocking the steam supply to the Weir pump, steam brake and blower.  It is hoped that this will not become a regular occurrence otherwise our train service may suffer badly.

No.2 Lion – Progress on this loco has continued slowly, but following the recent delivery of the last of the long awaited new washout plugs the hydraulic test can now be carried out.  All of the copper pipe needed to replace that stolen a number of years ago has now been acquired and will shortly be bent and fitted.

S100 – The first of six pairs of axlebox hornguides have now been re-ground to a highly accurate mirror-like finish.  Work on the other five pairs is continuing.

Fowler – This loco has remained in service as our only working diesel, carrying out all shunting and works train duties.

DL7 – This loco has remained out of service with its engine partially stripped awaiting refurbishment of the cylinder heads.

No.21 Diesel – This loco has now been moved into the shed where work has continued on its restoration.  One major problem appears to be the radiator matrix which has rotted through and will require replacement.

Smith Rodley Crane – This was recently used to remove the saddle tank from Asbestos but has otherwise remained idle.

The E1 – B.J.Bull

E1  0-6-0T 110 leaves Mendip Vale for Cranmore  4/6/95. – John Chalcroft

When the former LBSCR loco was sold to three members of the East Somerset Railway and left Chasewater in 1978 for pastures new at Cranmore, it was agreed that we should receive regular updates on its restoration.

Following extensive (and expensive) repairs to just about every component part, the loco first steamed at Cranmore in July 1990.  This was a steam test minus tanks and a resultant fusible plug leak saw the fire dropped in order to affect repairs and try again another day.  Subsequent steam tests have found out other irritating problems – leaking pipework, regulator blowing past and so on.

The latest position gleaned from a phone conversation with the East Somerset Railway’s Barry Buckfield on 31^st December, 1991 is that both tanks have been fitted, as has lagging and cladding, however a troublesome fusible plug has to be replaced, and valve setting is still to be carried out.  Sometime during 1992 the E1 will move under its own power for the first time in twenty nine years.

At one time it had been intended to restore the loco as British Railways 32110 in black livery which, of course, it never carried as it was sold by the Southern Railway to the Cannock and Rugeley Colliery Company in 1926.  The loco, it has now been decided, will be restored to traffic in Stroudley’s improved  engine green, although it will not carry the name ‘Burgundy’ associated with it during most of its LBSCR days.E1 Brian Rands1996

Once remaining work has been completed and running-in trials have taken place, the hundred and fifteen year-old will join that rare group of working centenarians in railway preservation.

Sisters, Sisters – P.Aldridge

While much of our collection at Chasewater is unique, some locomotives and carriages are similar to others preserved elsewhere.  Readers may be interested to know what is happening to these vehicles, and so here is a brief résumé –S100’s sister is at the Yorkshire Dales (sorry, Embsay Steam) Railway, and has sat derelict for many years, but during 1991 work started.  The loco, ‘140’, has been stripped down to its individual components, and with a large work force and plenty of money, progress is quite rapid.  New tanks, bunker and cab have now been built and the horn guides are being ground to something like the proper shape.  It is quite likely that ‘140’ will run again in 1994.H C 140 Embsay Charles Adams

Also at the YDR is ‘Annie’, a Peckett identical to our No.917.  This loco was in a very similar condition to ours, with a rotten tank and problems with the smokebox tubeplate.  Once again, this engine is likely to run in the next two years but it is difficult to see what use such a small engine would be at Embsay.  Perhaps we could borrow it!‘Annie’ Peckett 0-4-0ST – Pic, Simon Gott

Our long-suffering Gloucester DMU trailer is rapidly becoming an endangered species, as the West Somerset Railway have given up with its sister and sent it for scrap.  When DMUs were first preserved in the late sixties many enthusiasts complained, arguing that such vehicles were too commonplace to warrant preservation.  Now enthusiasts are complaining that the lines are disposing of these coaches.  (Being cynical, I expect they are the self-same people!)  It certainly proves that, as the old saying goes, nostalgia ain’t what it used to be!Gloucester DMU and Cravens DMU in early morning sun at Bishops Lydeard, West Somerset Railway, on 21 April 1987 – Photo by Stephen Edge

120 – Chasewater Railway Museum Bits & Pieces From Chasewater News December 1989

120 – Chasewater Railway Museum Bits & Pieces

From Chasewater News December 1989

From the Editorial

Looking back, this year has been quite successful for the Railway with relatively few problems to contend with and a number of major advances made.  Train operation, although hectic for the staff involved, ran smoothly and every special event seemed to go well to the extent that our period of ‘survival’ of the last few years has begun to progress into a time of modest expansion.

As 1989 draws to a close and we all wait for Santa’s Special to arrive at Brownhills West, we can begin to plan next year’s work on the line.  It is all very easy to draw up a long list of jobs, but short of ‘asking Anneka’, they wouldn’t get done.

Realistically, in addition to all the regular maintenance work, we could have a platform built at Willowvale Halt ready for Easter, carry on to complete the run round loop at Brownhills West and relay enough track past Willowvale to run a goods train up and down on Gricers Day.  That would be an excellent season’s work, but it is only possible if people put the effort in. Locomotive News

Asbestos – Having worked the majority of this year’s trains, this loco is now due to be taken out of service for its six-yearly major boiler inspection.  The work will involve the removal of the saddle tank and boiler lagging as well as all fittings.  It is likely that a certain amount of repair work will be necessary around the firebox foundation ring and also renewal of a number of boiler tubes.

Sentinel – This engine finally re-entered service on Sunday 6^th August when it took over from Asbestos to work he last two trains of the day.  The recent introduction of two-coach trains meant that this little loco has to work really hard against the gradient on the return run to Brownhills West with the regulator wound wide open for most of the distance.  The result of this is that coal consumption appears to have increased slightly over last year’s running, so that the bunker needs topping up towards the end of the day.  To cure the problem it is planned to fit coal rails to the bunker to increase capacity to around 8cwt.

Lion – The good news is that the Boiler Inspector has done his preliminary examination and has given the go ahead for the loco to be re-tubed and prepared for its hydraulic test.  Painting of both the frames and boiler shell has continued, along with work on new fittings and pipework needed before the engine can be steamed.

S100 – The frames of this loco are currently being jacked up in the back of the loco shed so that the wheels can be removed to allow machining of the horn guides.

DL7 – this remains our only working diesel and has continued to run well, although on the morning of the Bonfire Night steaming its contactors had to be quickly cleaned as the traction motor suddenly refused to ‘switch in’.

Fowler – At last the necessary information for the renewal of the blowing cylinder head gasket has been found and the repair work was carried out on Sunday 12^th November.  With train operations gradually expanding it is becoming more important that at least one of the two diesels be vacuum brake fitted so that it can be used to work passenger trains if required at short notice or on quiet non-steam days.  Hopefully the work will be carried out shortly.

Other Locos – No work has been carried out on any other locos.

 Carriage & Wagon News

The Gloucester & Wickham trailers have remained coupled together since June to form the operational passenger stock.  The bodywork of the Gloucester is now looking positively tatty and will require repairs and a repaint before next season’s running.  Again no work has been carried out on any rolling stock other than the three DMUs. Permanent Way News

A few dedicated men are still pushing on with the trackwork and as a result the old turnout which marked the start of the Norton loop has been completely removed and the line is gradually increasing in length towards the causeway.  Progress on this work quite honestly is very slow, but when only three or four people on average seem to be prepared to help, and even the shorter rails which have to be moved weigh about a third of a ton, this is to be expected.  Just to give the P. Way gang a break from trackwork and to provide variety in their work, the local toe-rags managed to cut every strand of wire between every fence post from the level crossing right down to the bridge.  This had to be patched up again before trains could run on Gricers Day when everyone was already pushed to near the limit. Operating

August bank Holiday Monday marked the end of the two months of weekly running allowing a very welcome break for all the operating staff.  Gricers Day saw both Asbestos and the Sentinel in steam, with the last two trains of the day being double-headed.  Rumours that this was brought about by one case too many of a certain lager in the buffet car causing the gross train weight to exceed the maximum allowable Sentinel loading were untrue, but merely an example of the Midland Railway Company’s small engine policy in action!   The Sentinel will now work the remaining trains of this year to allow Asbestos to be stripped for boiler examination.

New arrival in 1961

110 – ChasewaterRailwayMuseum Bits & Pieces From ‘Chasewater News’ September 1986

110 – ChasewaterRailwayMuseum Bits & Pieces

 From ‘Chasewater News’ September 1986

 For once it is possible to report good news!  Following the visit of Mr. Abbott of the Railway Inspectorate on 17^th August we have been given permission to recommence steam hauled passenger services, subject to certain tasks being carried out, hopefully in time for Gricers Day on 12^th October.  A further satisfactory inspection next spring should enable a full season of trains to be operated, the first since 1982.

 News from the line

Loco Dept.

No.4 Asbestos has been steamed half-a-dozen times so far this year and following trouble with a leaky blow-down valve (now successfully cured) the major problem is still the regulator which continues to insist on blowing through when closed!  Further investigations will no doubt reveal the cause of the trouble during the winter months when it is hoped that the outside motion will also receive attention to cure various knocks and bangs.

N0.5 Sentinel No.59632 has also been steamed on several occasions and following each steaming various adjustments, modifications and improvements are made by its owner.

Both Nos. 4 and 5 are now fitted with vacuum brakes, a necessary modification for running passenger trains.

No.7 the Ruston diesel has received a repaint and now sports a green livery which the owner claims is similar to BR Brunswick Green.  It looks very smart anyway.

No.10 S100 – continued progress is being made with getting components ready for re-wheeling the loco and as the “head of steel” gets ever nearer (it has lain isolated from the rest of the railway since 1983) it should take to the rails again before the year is out.

Carriage & Wagon Dept.

The buffet section of the Wickham sees extensive use, providing us with our main source of income.  Various improvements to the plumbing have been made and both coaches have been fitted with new rainwater gutters which will enable the much needed repaint to take place in the not too distant future.

The Maryport & Carlisle Coach has seen ‘Clippie’ steadily working to get this coach into a reasonable state of repair before it gets beyond redemption.  The coach is now in a uniform green undercoat and looks much more presentable.

Civil Engineering

Brownhills West Station June 1978

By the time the Task Force had completed the platform there was little over a month left to get the railway ready for receiving visitors during the Transport Extravaganza.  The platform had to be surfaced with a 6” layer of black ash and coping stones had to be laid alongside the museum coach.  The major work however, was to fashion a new track bed and lay track along the platform and then raise it over 9”.  A vast quantity of black ash was purchased and packed under the track in order to get the track level in the platform.  This work was completed in the nick of time so as to get the Wickham buffet in the platform for the Transport Extravaganza.  After that weekend work concentrated on regarding the line from the platform down towards the point for Elsley’s siding (more black ash!), and No.1 point was rebuilt.  Once this was completed the line was treated with weedkiller and fences were repaired and installed where necessary.  Nigel Canning is in the process of constructing a set of level-crossing gates to be installed at the road access to the loco shed and also at the level-crossing to the north of the loco shed.  Recent weeks have seen work proceeding on relaying No.1 road in order to remove S199 and the GER brake coach so that the Wickham buffet can be moved clear of train movements on operating days.  A fair amount of cosmetic work has been carried out around the platform, most noticeably a large pond known as ‘Lake Clippie’ after its constructor which has played host to several frogs, toads, a solitary newt and a steam powered model boat!

Museum Notes

Little to report other than the acquisition of several official postcards including a particularly rare example of a folded GWR card depicting King George V published in 1928 and valued at recent auctions at up to £60 – yes £60 for one card and one which we obtained as part of a collection costing just £25.

Mike Wood has generously donated various photographs of Cannock Chase Colliery locos which will eventually be displayed, and a friend of the Society, Robert Cadman, has given us a couple of local colliery lamp checks.

Reorganisation News – Adrian Hall

The appeal in the last Newsletter for candidates for management positions in the new company generated a very poor response.  There are still a couple of key positions without any likely contenders and anyone interested should get in touch with me as soon as possible.

Negotiations are still proceeding very slowly with the Charity Commissioners and in view of the need to be on a firm footing for negotiations over the motorway we have decided to incorporate a new Company as quickly as possible.

The necessary documents will probably be with the Registrar of Companies by the time you read this and it is hoped that the Certificate of Incorporation will be issued by mid-October, allowing the inaugural General Meeting to take place in late November/early December, probably concurrent with the Society AGM.

The Future

Negotiations with the Department of Transport have begun with regard to any compensation that we will get when the Northern Relief Road (M6 Toll) is built through Chasewater.  It is clear that the current terminus facilities will have to be moved north to a position at least adjacent to the shed (it is likely that the shed will not have to be demolished).  A planning proposal asking for outline planning permission to construct new terminal facilities is at present being drawn up, but is likely to be rejected as no development will be permitted along the line of a new road until the road is built.  This could well make our position at Chasewater untenable and to this end several alternative sites are being investigated.  It is hoped that the executive committee will have reached a firm preference which can be put forward at the AGM in November, along with the feasible alternatives.

431 Hudswell Group

The fund is ticking over quietly, giving the Society a monthly injection of cash.  By the end of the year the fund should be approaching half-way in raising the purchase price of the locomotive.  A few shares are still available.

Locomotive Stock List

In response to several requests here is a summary of locomotives on the CLR as at 1^st September, 1986.  A full guide/stockbook will be produced when sufficient funds are available.  The next issue of Chasewater News will include a list of coaches, wagons and other rolling stock.

102 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 1

102 Chasewater Railway Museum Bits & Pieces – Spring 1985 – 1

After the last post’s slightly more optimistic outlook it seems to have slipped backward – oh dear!

Editor’s Notes – Ian Patterson

Much of what follows is of a depressing nature but there is little point in glossing over the severe handicaps that we face at the current time, and perhaps it will spur one or two to take an active part in what should, when all is said and done, be a pleasurable hobby.

Chasewater Comment

This issue’s writer is Barry Bull, Hon.Sec. of the CLRS and a member for 16 years.

When I was asked by H.Y. the ‘Managing Director’ of ‘Chasewater News’ to write this piece I was hoping to write in a more light-hearted vein than of late.

However, those of us committed to the cause of operating a railway and associated museum seem to have been dealt one body blow after another by a series of events over which we have little or no control.  The worst aspect, since the closing of the railway for passenger services in October, 1982 has been the way we have been left open to the vagaries of West Midlands County Council and their Task Force Programme.  Despite the valiant efforts of John Selway the expected successes of the Task Force Programme have not materialised,

Whatever feelings we may have as regards the work actually completed on site the main problem has been behind the scenes at County Hall.  You will have read in the last issue of Chasewater News of the intention of WMCC to reconstruct the platform drainage at Brownhills West and Stadium Halt (which was a possible halt opposite Willow Vale Nursery), fencing of the line and associated crossing gates – all to be finished by Christmas (we presumed 1984!).  Well, as those of us who attend Chasewater on a regular basis will know, none of this happened.

I’m afraid that this report went on for another three or four paragraphs all very similar, with tales of vandals, metal thieves and arsonists at all the organisations using Chasewater.

Loco News

No.1  Hibberd Diesel  The AGM in October agreed to sell this loco as it is surplus to requirements and it has duly been advertised.  Further developments are awaited.

No.2  Peckett 1351  This engine stands next to the shed door with a hopeful look on its face/smokebox.  Does its owner still realise that he owns it?

No.3  Barclay 1223  The restoration of this loco has suffered a setback as, when the new stays were riveted up, the inner firebox walls buckled around the stayheads.  The Boiler Inspector’s verdict is awaited with trepidation as he is unlikely to pass the repair, insertion of copper patches or even a new inner firebox may be the answer.

Despite this the new cab, bunkers and footplating are being installed, and jolly fine they look too!

No.4  Asbestos  Since the last set of notes great strides have been made with the restoration of ‘Asbestos’.  After much bickering the worst of the cladding sheets were replaced  with new material, generously donated by a member.

Once these had been cut to size they were fitted following lagging of the boiler with new hygienic fibreglass cladding.  The following week the tank was refitted and for the first time in some eight years ‘Asbestos’ looks like a complete steam engine.

Much work remains to be done, however, but refitting of the regulator and cleaning up of backhead fitting faces is underway.

No.5  Sentinel  The Sentinel was first steam tested on November 25^th (having had the dubious honour of being the first loco to steam at Chasewater since ‘Invicta’ on 16^th October, 1982).  Following this, minor adjustments were made and a second steam test followed on 6^th January though a shortage of coal hampered its steaming capabilities on this occasion.  Further minor adjustments are being made whilst a new grate is on its way.  Vandal-proof shutters have been fitted to enable the loco to be left outside without fear of fittings being stolen.

During the spring the Fat Controller (for it is he that owns the beast) plans to repaint the loco in a pseudo BR black livery with large yellow numbers as No.59632 (there’s no accounting for taste, is there?)

It is planned to steam the Sentinel at regular intervals on works train duties to enable much needed maintenance to be done on the Ruston diesel No.7.No.6  Peckett 917  Slow progress is at present being made on this loco with  the installation of a new cab side and front with a new bunker to follow.  However, with the end in sight on ‘Asbestos’ progress should speed up during the year and thoughts are turning towards repairing the water tank rather than a wholesale replacement.

No.7  Ruston diesel DL7  As mentioned above, the big Ruston requires a fair amount of maintenance to make it a more reliable machine.  This will be done as soon as there is space in the shed for it.  Meanwhile, a search is on for equipment to fit the loco with vacuum brakes.

No.8  Invicta  Invicta stands outside the shed minus cab fittings – removed for safety’s sake, and whilst being nominally serviceable it is unlikely to steam this year.S100 Frame & Wheels

No.10  Hudswell Clarke S100  The new main bearing have been machined and the axle box horn faces have been trued.  Re-wheeling will soon become a priority as it needs to be moved to enable track work alterations to be done at Brownhills West.

No.11  Alfred Paget  The ancient Neilson awaits attention – new tubes and water tank repairs, but sadly it is impossible to say when this will begin.No.15  Hudswell Clarke 431  The big news is that the chimney has fallen off.  Thankfully, the AGM refused to give the committee authority to dispose of this fine machine and, hopefully, plans for its restoration can be formulated soon. (nobody has defined ‘soon’!)

It is perhaps relevant to ask what will be the loco department’s next project as within the next 12 – 18 months locos Nos. 3, 4, 5, 6, 7, 8 and possibly 10 are likely to be ready for use.  Are we really going to need 7 locomotives to pull two coaches over a three quarter mile of track?  ( No.3 took about 20 years to steam and Nos. 6 and10 still haven’t!  No.8 ‘Invicta’ left for pastures new in between times).

101 Chasewater Railway Museum Bits & Pieces – 1984 – 2

101 Chasewater Railway Museum Bits & Pieces – 1984 – 2

Loco News

Now that we have a new numbering system, it goes into operation.  I shall use the numbers but not ask you to refer to the previous post – I’ve got the numbers and locos on the page in front of me – you haven’t!

No. 3  Barclay 1223  Since a change of ownership last October the engine has been completely dismantled above the frames, and the boiler and firebox have been examined by the Boiler Inspector.  Members of long standing may recall that this loco’s boiler was virtually condemned some 15 years ago and has stood idle ever since.  We must now be in a more enlightened age as, apart from replacement of some 18 firebox stays and welding a small patch on the firebox side and renewal of several smokebox tubeplate rivets, the Boiler Inspector is quite happy for the boiler to be returned to steam.  Much of the platework of the loco has been replaced with new – I.E cab, bunkers, footplating and a new smokebox has been fabricated.

A new set of boiler tubes has arrived and those responsible for the loco hope to see it in steam in early 1985 – they must be confident as they’re looking for another loco!

No. 4  Asbestos  Following a successful hydraulic test the boiler has at last been reunited with the frames, for the first time in six years.  Despite the misguided belief that interest (work) would speed up following refitting of the boiler – this has not yet happened, putting a 1984 steaming in considerable doubt at the time of writing (mid-July)

Despite this, slow progress is being made by one man (without dog!) in assembling a useable set of cladding sheets from the mangy set of originals.  Also the cab fittings have been overhauled off-site.

No. 5  Sentinel  Since the last report the boiler has passed its visual test and following reassembly was hydraulically tested.  On testing the superheater several holes were found, the only remedy being replacement.  Without too much difficulty a firm was found who could manufacture a new one and this was duly ordered and delivered – at considerable expense to the owner!

The boiler duly passed its hydraulic test as did the new superheater.  Reassembly is well under way with many components being replaced at the same time.

The owner expects to steam the loco later this year and run trials with it to ascertain its suitability for passenger work before considering fitting vacuum brakes.

No. 6  Peckett 917  Slow progress has been made on this loco, recent work being confined to stripping and painting the cab and removal of fire bricks out of the smokebox to reveal a somewhat wasted tube plate.  Work should speed up when ‘Asbestos’ (wot – no number?!) is finished.

No.10  Hudswell Clarke 1822 (S 100) First the bad news – during the winter we suffered a spate of break-ins which resulted in the loss of the main bearing brasses as well as a complete set of new ones.  Now the good news – the wheelsets have been sent to Bridgnorth for tyre and journal turning and have returned ready for refitting, the axle boxes which will shortly be sporting new main bearings which are being supplied at a good competitive rate.

Whilst this was going on, the owner overhauled the lathe and miller in the loco shed and is now using them to true the horn faces on the axle boxes.

All being well, the frames should be reunited with the wheels before the end of the year, enabling further reassembly to take place under cover.

Following a request from the Honourable Secretary to reintroduce a system of credits for work done, here goes…….

Barclay 1223 – Les, Gorilla and friends.  New cab and bunkers – Comex Workshop, Walsall.  New Smokebox – Angle Ring Co. Ltd.  New boiler tubes – Charlie from Embsay via Newmans Tubes Ltd., Wednesbury.

Asbestos  Boiler – Tony and Brian.  Cladding – HY.  Cab fittings – PCK

Sentinel – Mr. K9

Peckett 917  Les and kids, young Pete and the Wossacks.

Hudswell Clarke S100  Axle brasses – Wednesbury Foundry Training School.  Lathe and Miller – Mr. Sale.  Wheel Turning – Severn Valley Railway.

Loco Numbers  HY.

Black Paint  (Someone has been working on the principle that if it’s stationary and rusty – paint it black!)  Assorted young kids and men with beards!

 Task Force

The new siding mentioned in the last magazine was subsequently found to be unnecessary and consequently was not built.

The Task Force then turned their attention to putting the southern point in for the Brownhills West run round, however, following a survey of the line by West Midlands County Council Surveyor’s Department, further work was suspended until the proposed track plans and gradient profiles were approved by the Railway Inspectorate.  As a result, Brownhills West still looks as though a bomb has hit it, though in recent weeks some Task Force workers have returned and started slowly demolishing what remains of the platform in preparation for its long awaited rebuild.  Despite this apparent lack of progress we have been assured that all the work – reconstruction of platform, drainage of Brownhills West, run round loops at Brownhills West and Stadium Halt (?), fencing of the line and associated crossing gates will be finished by Christmas (one presumes 1984!)

If this is so then services can be resumed following inspection by HM Railway Inspectorate.

 Track Work

During the lull in Task Force activities a hastily formed track gang relaid the point leading to the loco shed some 45 feet nearer to Brownhills West to give a longer siding and also ease the alignment which was somewhat tight.  This was achieved within a matter of two months, much credit going to Mr. K9, a man with a beard and a (semi) tame Gorilla who performed Herculean feats of strength (some may call it stupidity) in moving large pieces of point and many concrete sleepers in preparation for Sunday working parties.

Chasewater Light Railway Company Notes

Since the end of the YOP Scheme the Company has slowly sorted out its finances to such a degree that it knows to whom it owes what amounts of money.  The two creditors are:

1.    The Overdraft Facility taken out at Barclays Bank.

2.    Money overspent on the YPO Scheme and owed to the Manpower Services Commission.

To ease matters the Society took stock of its assets and was able to identify several items which were not imperative to keep the CLR project a viable proposition.  To this end it was agreed in a series of General Meetings to dispose of:

1.    Andrew Barclay Saddle Tank 1223

2.    Sentinel Loco 9632

3.    LNWR TPO coach

4.    LNWR brake coach (Paddy Coach).

Of these items, the first three have been sold with only the TPO going off-site, whilst a deal to sell the ‘Paddy’ has fallen through, though hopefully a new purchaser can be found.  Despite the resulting influx of money, the Company still has a sizeable overdraft to pay off, which will hinder any future plans for expansion until it is eradicated.  At present the Company has only three forms of income:

1.    Donations from the Society

2.    Sale of Shares

3.    Sale of Shares in DL7

Museum Notes

The only notable acquisition of late has been a wooden shield presented by the LMS to Trent Valley Station following three successive victories in the station gardens competition, 1924 – 1926

100 Chasewater Railway Museum Bits & Pieces – 1984 – 1

100 Chasewater Railway Museum Bits & Pieces – 1984 – 1

Chasewater News – Editorial

 The Society is approaching its 25^th Anniversary which will be celebrated at the Society AGM on 13^th October and at a Bus Rally and Railwayana Fair at Chasewater on the following day (October 14^th) 11.00 – 4.30, admission free.

Throughout its 25 years the Society’s membership has fluctuated around the 100 mark whilst its aims have switched from creating a static museum to an operating railway.  Despite the lack of passenger trains during the last two seasons the Society membership has held its own and so far this year over 15 new members have been enrolled.  To these people we say thank you for having faith in the Chasewater Project.  Inside this magazine you will find a membership form and we are appealing for every member to enrol a new member to give us enough people to operate trains next season (as we are led to believe that we will be in a position to do so).

Members may have read elsewhere about plans to spend up to 14 million pounds on Chasewater Park and the Society/Company have drawn up plans to expand the Railway, should this scheme come to fruition.  All this is dependent on us having enough manpower to run services on a regular basis so it is up to the present membership to either come forward and operate the services or to find new members to do the same.  Members may also have read of a scheme to build a new motorway which may or may not pass through the park.  If it does come through the park then we are wasting our time.

News from the line

Loco Department – It has for sometime been felt that there ought to be a numbering system for locos at Chasewater in order to give a proper Light Railway image.

A start was made some years ago when ‘Invicta’ emerged from a repaint sporting a painted No.8 (it was then the eighth steam engine on site) on the front buffer beam and brass plates (GWR style) on the cab sides.

The following system has been devised and will be put into practise as engines are repainted, although the GWR style plates on ‘Invicta’ will not be featured on other locos as brass plates with the loco number and the legend ‘Chasewater Light Railway’ have been designed.  Some locos will also bear fictitious 21G shed plates as the Operating Superintendent reckons 21G would have been the shed code for Brownhills West (Hednesford Road) had it existed in BR days.

Loco                                                          No.

Hibberd Diesel                                 1                 First loco to arrive

Peckett 1351                                    2                  No. 2 at Wallsend Slipway

Barclay 1223                                   3

Asbestos                                            4

Sentinel 9632                                   5                 May be painted black as BR 59632

Peckett 917                                       6

R & H Diesel                                       7                 No.7 at Whitwell Colliery

Invicta                                                    8

Hudswell Clarke 1822                     10

Alfred Paget                                         11               No.11 at Gartsherrie

Hudswell Clarke 431                       15

Ex bass Diesel                                     21

L & Y Petrol                                            1

It seems strange to have two No.1s when starting a new system, even if they didn’t stay much longer!

Chasewater Railway Museum News – Our Latest Donation – From Brownhills!

Chasewater Railway Museum News

 Our Latest Donation – From Brownhills!

 While the museum was open for the Industrial Railway Society meeting and AGM, we received a visit from Douglas Birch MBE from Brownhills.  He offered, and we were proud to accept, an old leg vice, believed to have been used at the loco shed at Harrison’s Old Yard in the mid-nineteenth century.  I shall reproduce the full information that Doug provided.Barry Bull (Museum Curator) with Doug Birch and the leg vice.

 William Harrison’s, Brownhills Common.

By Douglas Birch MBE

‘Harrison’s Old Yard’ was situated on Wyrley Common near to the Shant Bridge over the former LNWR mineral line on the A5 at Brownhills West.

The yard consisted of Workshops, Admin. Offices, Loco Shed, Sawmill and Cottages servicing the adjacent Cathedral Colliery and a number of other small pits in the locality.

A crane hire company now occupies some of the original buildings.  When the Wyrley Grove Colliery was sunk in 1870 all operations and plant was moved to the new site where a much bigger complex was built, which in part eventually served two other new collieries in the Harrison Group – Wyrley No.3 (The Sinking) and Mid-Cannock, including extensive wagon repair shops, sawmill and a new loco shed with space for four engines.

My grandfather, Arthur John Birch, was Head Engine fitter around the turn of the century both at the Old Yard and at Wyrley Grove.  He was succeeded by his son Oliver, my uncle, in the early 1920s.  Oliver held the position until his death in the early 1960s.  His son Arthur John in turn succeeded him until the closure of the Grove in 1963.

I too spent all my working life in the coal industry as a Mechanical Engineer.  The first eighteen years in the Grove Pit fitting shop.  My final twenty years in the industry was as a Safety and Training Officer at Cannock Central Workshops.

The leg vice I am offering to your museum may be of interest because it is considered to be a family heirloom and has passed down from my grandfather to my father, and then to me.  I have had it in my workshop since 1953 and it was in my father’s workshop (he was a carpenter) for a similar period before that.  The historical interest is that we have always understood that the vice originated from the loco shed at Harrison’s Old Yard via my grandfather which makes it very old indeed and worthy of preservation.  It would be an awful shame if the vice went for scrap after surviving for so long.

 William Harrison’s Steam Locomotives

Cathedral Pit

‘Emlyn’                 0-6-0ST scrapped 1920

‘Black Prince’       0-6-0ST scrapped 1909

‘Agincourt’            0-6-0ST scrapped 1906

‘Success’              0-6-0ST scrapped 1913  (Purchased 1869)

‘Warrior’                0-6-0ST scrapped 1933

Grove Pit

‘No.3                     0-6-0ST Purchased new 1895 Peckett    To NCB‘The Colonel’        0-6-0ST Purchased new 1914  Hudswell Clarke  To NCB

Loco Driver – Harry Jones

Steam Crane Driver – Jack Jones  (This crane was manufactured in France and reputedly saw military service during the 1914 – 1918 war.

Loco Fireman – Charles Dalton.Many Thanks, Doug.

Hudswell Clarke & Co. 0-6-0 Saddle Tank No. 431 of 1895

As this Hudswell Clarke loco is back in the museum half of the heritage centre here is a little more information.

Hudswell Clarke & Co.

0-6-0 Saddle Tank No. 431 of 1895

August 1969

The oldest six-coupled loco from this Leeds builder in existence.

Delivered new to Sheepbridge Iron Works near Chesterfield as their No.15.  The loco worked at Sheepbridge and also at the Company owned collieries at Glapwith and Langwith prior to a move to Desborough Quarry, Northamptonshire in March 1951.

The loco’s regular working life at the iron ore quarry ceased in 1966 with the closure of the quarry.Steam coming frm everywhere – Pic. Bob Duffill

The loco came to Chasewater in 1967 after purchase for £195.

Cosmetic restoration only is likely in the near future as the loco is in an advanced state of corrosion.

94 Chasewater Railway Museum Bits & Pieces 21st Anniversary Edition – 1

94 Chasewater Railway Museum Bits & Pieces

21st Anniversary Edition – 1

News from the Line

Loco Department

As a follow-on from the previous post, there is another comprehensive report on the locos, so I thought that I would reproduce it to check on the progress on the engines.

No.2 ‘The Colonel’

This loco finally entered service on Gricers’ Day, 12^th October, after several test steamings.  Many repairs were carried out to the tank before it was refitted.  The loco appears to be very powerful and is mechanically superb and will come into its own when services are eventually extended.  The external finish however leaves a lot to be desired and it is hoped that the owners will rectify this in the near future.

No.4 ‘Asbestos’

Since the last report a vast amount of work has been carried out on this loco.  The boiler returned from Park Holland Ltd. in February after having the necessary fire box repairs.  Following this little work was done on the loco due to work on other engines but after mechanical problems with the ex MD and HB crane the wheels were despatched to the SVR wheel lathe at Bridgnorth and were back at Chasewater in October.  Their return signalled renewed vigour upon the loco and the wheels were stripped to the bare metal and given five coats of paint before the axle boxes were refitted.  The first weekend of 1981 saw the frames back on the wheels making the loco mobile again after eighteen months of elevation.  Following this the inside motion has been refitted and retubing of the boiler has started.  Hopefully the boiler will be hydraulically tested during the spring and refitted to the frames.  Although no firm date can be given, ‘Asbestos’ should return to steam this year.

No.7 (DL7)

The big Ruston has run trouble free most of the time and has earned its corn by performing several ‘master shunts’ over the last twelve months.  A rather garish ‘Bull inspired’ livery has been applied and has been met with the usual mixed CLR reaction to such creations.

No.8 ‘Invicta’From Railway Forum, 1975

After another trouble free year the loco is in store until the new season starts at Easter.  Unfortunately the six-yearly hydraulic test is due at the end of June, immediately after ‘Transport Scene’ 1981 which will be its last appearance for a while.  The hydraulic teat will be carried out during the winter of 1981/82 and hopefully no problems should ensue.

S100

The dawning of a new decade saw the re-emergence of one Mr. T.R.Sale Esq. which has resulted in dramatic changes – i.e. the loco is completely strewn to the four winds!  The boiler was jacked up out of the frames and then lifted onto a flat wagon and finally deposited on a pile of sleepers next to the Great Eastern mess van.  The boiler inspector has been and shaken his head at three corners of the firebox and given instructions as to what must be done and where, which basically involves building up of wasted plate work and a dozen or so new rivets.  Following removal of the boiler the chassis has been dismantled and the wheels removed which are to follow in the step (?) of ‘Asbestos’ and spend a day or so on the Bridgnorth lathe.  Most of 1981 will be spent cleaning frames, etc. which should keep one or two people out of harm’s way!

No.12 ‘Sentinel’1992 D.Bathurst Collection

This is the first time that any progress can be reported on this loco which is the ex Walsall Gas Works Sentinel loco No. 9632 of 1957.  The loco is still at Butterley on the Midland Railway Project Group’s line but following various excuses and delays the boiler has been re-tubed, successfully hydraulically tested and refitted to the frames and at the time of writing new pipework is being fabricated.  Current thoughts seem to indicate that the loco will finally arrive at Chasewater in June or July.  For newer members it should be explained that the loco (in working order) forms part of the exchange deal for the ex Midland Railway Royal Saloon Coach which was agreed upon back in 1978.

No.20

This loco has been loaned to the Bass Brewery museum at Burton-upon-Trent for an initial period of ten years.  The main reason for this is that the engine is in need of a drastic rebuild and as the sister engine No.21 is in full working order (and newly painted) neither the time nor the money will be available to repair it in the foreseeable future.

Photo from British Locomotive Preservation – 1969

No.21

This loco is, as already stated, in full working order and was repainted by the Brothers Grimm to celebrate the 21^st Anniversary of the Society.