Things had picked up since newsletter No.17, but there was still an economy drive on. Typesetting was done by ourselves, and presumably to save paper, the font size was down to 8 point! The font type remains, but I've taken pity on your eyes and put something larger in.
926 Repton at Basingstoke in July 1939, on a Bournemouth train. Photograph: A P Dowley. This photo is quite topical as Repton returned from the States in April and has been taken to Steam and Sail's works at Brightlingsea with a view to it being overhauled to main line running condition, at an early date. We wish the owner well with this adventurous project!
Photograph: Mike Frackiewicz
In this edition click to go further to:
Financial Matters or Restoration report or Firing Q class 541 or Maunsell coaches or Service History of S15 No.830
| Ray Bellingham | Chairman | 7 West Point, Newick, E. Sussex, BN8 4NU |
| Mary Bellingham | Treasurer | As above. |
| Rodney Packham | Secretary | 132 Church Road, Swanscombe, Kent DA10 0HP |
| John Ambler | General Member | 75 Blenheim Road, Horsham, West Sussex |
| George Binns | General Member | 21 Barnfield Close, Hastings, East Sussex TN34 1TS |
| Felix Cope | General Member | Feldor, Grassy Lane, Sevenoaks, Kent TN13 1PL |
| Mike Frackiewicz | Publicity Officer | 55 Rectory Lane, Woodmansterne, Banstead, Surrey, SM7 3PE |
| David Jones | General Member | 22 Manor Road, Hampden Park, Eastbourne, East Sussex |
| Steve Pilcher | Newsletter Editor | 52 Thomas More Street, London E1 9LE |
Tracklaying on Stage One of the Bluebell's Northern Extension took place during April
and Q Class no.541 was the first locomotive to try out the new permanent way on 29 April.
Photo: D. Jones
Page 2
1989 is a notable year for the Maunsell Society: it is 50 years since 541 entered traffic in January 1939 and 1618 was purchased 20 years ago. Both engines are in action this year to celebrate these anniversaries. In addition, 847 looks more like a working loco as every weekend passes. I look forward to seeing it back in action before long. Finally, we've had a bit of difficulty with the type setting for this edition, and I'd like to apologise for it not being up to it's usual standard. However I'd also like to particularly thank our printing contact, Jon Elphick and a colleague of mine, Paul Gosling, for their assistance in the production of this edition.
As usual we are pretty pleased with our progress with restoring 847, although the work on the cladding has been a bit of a struggle at times! We have undertaken the following tasks since the last report:-
| (i) | Constructed a new timber cab floor. |
| (ii) | Made good progress with the boiler cladding. |
| (iii) | Front footplate step assembly grit blasted and painted, prior to, being reinstated. |
| (iv) | New brass cab front window surrounds cast and glazing obtained. |
| (v) | Piston rods and slide bars returned, after being machined. |
| (vi) | Cab backhead cladding rebuilt. |
| (vii) | Pattern borrowed for the safety valve cover and sent away for a casting to be made. |
Since Christmas we have spent a lot of time tackling the many varied problems of constructing and fitting the boiler cladding. None of our regular workers had tackled this sort of job before and it would be fair to say that it took a number of weeks and one or two mistakes before we got the hang of it! We are indebted to Adrian and David Pinkess and Barry Smith for their dedication and perseverance with the job, which they have masterminded. At the time of writing, the firebox sheets are close to completion. Now we have got the hang of it, we hope the rest won't take too long! The main problems were:-
(i) Refurbishing and reconstructing the crinoline (the supports
underneath the cladding). These needed to be set up quite precisely in
order for the cladding to sit correctly.
(ii) Making accurate templates for the cladding. We tried to use the
surviving old cladding sheets, but this was fruitless, as some of the
original cladding was in too poor a condition to be accurate for use as a
template.
(iii) Developing the skills and patience to work to accurate
tolerances for shaping the sheets and cutting the holes in exactly the
right positions. If the holes are a bit out it looks ghastly!
(iv) Size of sheets. We have been using 8' by 4' sheets which are a
bit of struggle to manipulate up on the running plate.
Page 3
We are very pleased with the result, but as usual, the work has taken a lot longer than we first thought! We now fully appreciate all the problems that have been experienced with making and fitting the cladding on the Bluebell's 9F 92240. It is a much more complex job than 847 and they are welcome to it!
The cab floor has been a nice job for us. Rodney Packham, who is a carpenter by trade, has completed the cab, with help from Peter Hazelden and other regular workers. The tender floor should be finished soon. We've used 9" × 2" timbers, joined together to raise the floor by 18". It has made a marked difference to the appearance of the cab.
Ray Bellingham has fabricated a new back face for the backhead and the original curved section has been repaired so that it may be re-used. In addition Ray has been busy organising the machining of the piston rods and slide bars. We certainly have plenty of work to keep us busy. Once the cladding is complete, we may start fitting out the cab. Hopefully we will soon return to sorting out the brake gear and the motion and then of course there is the small matter of the ashpan and the grate!
I apologise for the lack of photo's of our progress in restoring 847. Whilst it is a great advantage working under cover in the Running Shed, unfortunately it is very difficult taking pictures inside. Additionally the chassis of the class 2 loco is parked outside the Running Shed, on the same road and it is not fit to be moved to allow 847 to be towed out.
Finally we must thank all our regular volunteers for their invaluable work on 847 and the workshop staff for their help and patience with us!
841 "Greene King" at Wansford 30 July 1978. Hopefully 847 will soon resemble this. Photo P.J.Howard.
Page 4
541 prior to the move from Barry to Ashchurch that took place in 1973. Photo G.Tucker
The Q was able to celebrate its 50th birthday by being in steam throughout the Winter. However it had a hot box on 30 April, on its centre driving axle. We must confess that for a number of reasons, its axle boxes received minimal attention when it was first restored over five years ago. Nevertheless it has given good service over the last few years. It will be withdrawn from traffic in the Summer and lifted to allow all the axle boxes to be withdrawn and they will be thoroughly overhauled. There have also been a few problems with the superheater elements. These are still mostly its original ex-BR elements and may well require replacement before long.
541 in its restored condition, in action on the Bluebell. Photo M. Frackiewicz.
Page 5
The U has had its smoke deflectors re-fitted and it returned to traffic on 23 April. However it too has had its problems Although its springs were refurbished when it was recently overhauled, a leaf has fractured in one of them. The spring will be replaced by one borrowed from the Bluebell's U class 1638.
Literally a last minute item - obtained the day before the drafts went to the printer! We have been asked if we would be interested in assisting with the restoration of the Bluebell's other U class loco 1638, when we have finished work on 847. Although it is in ex-Barry condition, it has all its pistons and valves, brake gear, steam header, chimney and sundry other fittings. It lacks a tender, however it is known that a number of suitable chassis still exist. The whole issue of what to do when 847 is completed requires careful thought and will no doubt be discussed at the AGM on 3rd July - so do come along!
Not our loco, but nevertheless, of interest to our members. There have been difficulties in obtaining the correct size copper "bottle ends" for the new superheater flue tubes and this has held up its overhaul. The tubes have now been assembled and hopefully the loco will be back in traffic soon.
It is over five years now since we first painted the PMV van. Bernard Wright and Fred Card have now set about repainting the van, with some vigour. They recently appeared at Sheffield Park with an impressive large blow lamp to strip the paint. Was it coincidence that a fire engine rally was held in the car park on the same day? Certainly no harm was done and they are making good progress.
A scene that will hopefully be re-created this year - 1618 & 928 at Horsted Keynes 9 May 1982.
Page 6
It has now over 5 years since 541 entered service on the Bluebell and looking back, I have read a number of articles about it's history, restoration etc. However there seems to be a gap in its chronicles, this being the operational side - a view from the footplate of a working engine.
To begin with, it must be said that 541 is a fine loco, popular with the crews. If you are booked, on her you can look forward to a pleasant day.
The most important thing from a Fireman's point of view is that she steams well. It has a nice saucer shaped fire and with a bit extra in the back corners and under the door, this does the trick. Even if you are a little ham-fisted, you can get away with it, unlike some of the other locos!
The tender self-trims very well and if you are reasonably careful you can keep the footplate clear of coal as the shovelplate and firehole door are well designed.
The injectors are very good and rarely knock-off. If you set up the water flow you can just pull up the tender water cock then pull down the steam valve and she will sing away without adjusting the water valve all day; that is until little pieces of coal drop down the recess that the water cock goes into and then you can not turn it off. That is when you dive for the tool box and hope someone has left a screwdriver in, so you can try to dig out the offending lump of coal!
Although the dampers are of the ratchet type, unlike some loco's they don't seem to come loose and close themselves. It is very nice of the Workshop staff to paint on them "front" and "back" to assist the forgetful fireman!
Not being qualified to bring out the finer points of driving, all I can say is that when I have had a go, you get the impression of quite a powerful loco and the steam reverser is wonderful, very precise, easy to operate, unlike on some more recent locos.
I would like to say that 541 is perfect, but of course that would be impossible. The only time you don't want 541 is on a wet and windy day coming down the line tender first - just try and get the storm sheet up in these conditions and you can get just as wet as if you had not bothered! Also with the open cab, running tender first, you have to damp down the coal dust down with the pep-pipe - you come off the loco looking like a black and white minstrel!
At the end of the day, when you have coaled up the tender, cleaned out the smokebox, raked out the ashpan and thrown out the fire, washed, changed and finally sat down with a pint, the thing I always recall about the day is that lovely crisp bark from the chimney of 541 climbing up towards three arch bridge.
Barry Smith
743 Lyonnesse at Semley Junction (near Salisbury) on a Salisbury to Exeter stopping train in April 1934. Photo A.P.Dowley
Page 7
Page 8&9
No new developments to report here - It is still in store at Sheffield Park - unless someone's restored it without us noticing it! Seriously though, it has proved useful to go and check certain points on 830, in the course of our work on 847.
Peter Cooper, Editor of the Urie Society's Newsletter, has kindly supplied the following details on 830's history, which may be of interest:-
Entered service 27/8/27 as E830, in SR black livery.
| Class of
overhaul |
Date
completed |
Boiler
number |
Mileage | Notes |
| A | 11/4/30 | 830 | smoke deflectors fitted | |
| A | 2/9/32 | 777 | lost E prefix to its number | |
| A | 2/3/35 | 773 | gained lined green livery | |
| C | 25/7/36 | 773 | 52,906 | |
| A | 7/5/37 | 928 | 81,675 | |
| B | 18/1/39 | 928 | 53,878 | |
| A | 1/5/40 | 783 | 88,261 | repainted in unlined dark green livery with Bullied lettering |
| A | 1942 | 783? | ? | repainted in unlined black |
| C | 2/8/43 | 783 | 36,377 | |
| B | 29/12/43 | 454 | 43,603 | |
| A | 9/6/45 | 449 | 84,340 | |
| C | 5/4/46 | 449 | 35,450 | |
| A | 13/12/47 | 1056 | 92,889 | |
| A | 24/3/50 | 841 | 80,873 | |
| Light | 19/1/51 | 841 | 29,948 | |
| A | 25/10/52 | 824 | 90,387 | |
| A | 20/11/54 | 825 | 88,050 | |
| B | 23/2/57 | 825 | 79,994 | |
| A | 11/7/59 | 928 | 162,168 | |
| ? | 28/5/60 | 928 | 24,315 | |
| L/Inter | 4/11/61 | 928 | 76,534 |
All overhauls, except for the 1942 overhaul were undertaken at Eastleigh. It received its BR number 30830 on 24/3/50 and was withdrawn on 26/7/1964. It was sent to Barry in December 1964 and its final known mileage was 1,259,236.
Firstly, thank you to all those who have renewed their subscriptions and/or sent donations, the funds were most welcome. However, as always, we are in need of further funds to help finish the restoration of 847. In recent months we have paid for new sheet metal for the boiler cladding, timber for the cab floor, some copper pipework for cab fittings, brass castings for the window surrounds, and various machining jobs (slide bars and piston rods).
Further funds are required to offset future costs, such as the construction of the ashpan and grate. All donations would be most welcome and cheques should be sent to either our Secretary, Rodney Packham, or to our Treasurer, Mary Bellingham - their addresses's are in the list of Directors. Cheques should be made payable to the "Maunsell Locomotive Society Limited''.
Page 10
Maunsell's coach designs, like his engines were robust and no doubt this quality may have been one reason why a fair number were taken into Departmental stock in the Sixties. Fortunately a number survived to be purchased by Preservationists. Sadly, there are only four or five in regular use, therefore there are more Maunsell designed locos than coaches in service.
I have attempted to list all coaches that I am aware of. I would be grateful if any omissions/errors could be pointed out - and apologise for any errors! I would like to thank Trevor Rapley of the Bluebell's Carriage and Wagon for checking some of the details.
| Open Third | 1309 | Built 1935 Wdn.1963. Purchased from Departmental use and restored to working order in 1984. It won the ARPS award for the "Best Restored Coach" and is now in regular use. |
| 1336 | This was the last of 30 coaches that were in Departmental use with BR and was delivered to the Bluebell in 1988 | |
| 1365 | Built 1927 Wdn.1959. It has seen some use on the Bluebell, but needs an overhaul. | |
| Brake Comp. | 6575 | B. 1929 Wdn. 1959. Restored in 1981 and in regular use. |
| 6686 | B.1935 Wdn.1966. Has been in regular service but requires an overhaul. |
An interesting shot of 31618 prior to its departure from
Barry -
it being the nearest U class loco. The next loco is either 31638
or 31625 (we suspect its 31638) and the last is 31806, now on the
Mid-Hants. Facing 31618 is an S15 - which one? Photo. Anon
Page 11
| Buffet Car | 7864 | B.1932 Wdn.1962. Awaits restoration. |
| Side Corr. 3rd. | 2356 | B.1931 Wdn.? Used as a mobile office a until purchased in 1973. Currently used as a Mess Room |
| Nondescript Brake | 4441
4444 |
B.1933 Used on Continental Boat Trains and could be used as 1st, 2nd, or 3rd class, as required. Hence the term Nondescript. Both coaches were sold by BR for other uses and lost their interiors. they await restoration. |
| Brake 3rd | 3724 | This coach has been purchased from the privately run Chipmans weedkilling train that can be occasionally be seen on BR. It is still fitted with the weedkilling fittings and there are no plans at present to restore it. |
I hope to do a more detailed review of each of the Bluebell's coaches in future magazines.
| Nondescript Brake | 4432 | B.1933 Wdn.1965. Extensively restored in 1978-80 and I believe its in regular use on their Wine & Dine trains. |
| 4438 | B.1933 Wdn.1959 Purchased from Dept. use in 1980 - awaits an overhaul. | |
| 4443 | B.1933 Wdn.1965. Was in regular use on service trains but now undergoing an overhaul. | |
| Corridor Comp. | 5153 | B.1928 Wdn.1965. Has been in use but in need of overhaul. |
| 5618 | B.1931 Wdn.1965. Believed to be in use on off-peak trains. First Corridor | |
| First Corridor | 7400 | B.1929 Wdn.1961. Ex Dept. use coach, now a Mess coach. |
| Third Corridor | 1020 | B.1934 Wdn.1959. Purchased in 1982, ex Dept. use. Requires major overhaul but does have some original fittings. |
| Nondescript Saloon | 7798 | B.1931 Wdn.1959. Purchased 1971, ex Dept. use. Now used as a stores vehicle. |
| Open Third | 1346 | B.1933 Wdn.1961. Last used by BR as a C&W Dept classroom at Clapham. Still retains some original fittings but requires major overhaul. |
| Brake Third | 3690 | B.1931 for use on the Hastings line services. Converted to Emergency Train Control use in 1962 and then taken into Dept. service in 1975. Purchased by the GCR in 1987, who hope to restore it in due course. |
Page 12
| Brake Corr.Comp. | 6601
6699 |
Both coaches lack their internal fittings and require a complete overhaul. |
| Open Third | 1381 | B.1930 Wdn. 1961. Was converted to a Staff and Tool van. Bought by the Swanage Railway who have rebuilt the interior and restored it to working order. |
| Brake Third | 2768 | B.1932 and modified by Bullied for use on the Bournemouth Limited train in 1938. It lost its polished mahogany interior, which was covered with rexine fabric. It ended its working life on the Tonbridge and Oxted services and withdrawn in 1961. It was converted to a Mess and Tool coach. Purchased by the Southern Steam Trust and moved to Swanage in 1982. |
Another 847 - nearly - N class 31847 at Exmouth Junction 3 March 1956. Photo E. Gamblin.
Page 13
777 Sir Lamiel at Bulmers, Hereford 3 April 1983. Tom
Tighe
and his Hull based restoration team are understood to be making
good progress with overhauling Sir Lamiel and hopefully it will be
back in steam soon.
31866 leaving Redhill for Tonbridge 2 April 1960. This
was one
of the last N's in service - not being withdrawn until January 1966.
Incidentally, it was overhauled only 6 months before withdrawal
and acquired AWS gear and a BR standard chimney at this time.
Photo and details P.J.Cupper.
Page 14
Felix Cope will again be running a stall at the forthcoming Bluebell Railway Swapmeet on Saturday/Sunday 22&23 July, at Horsted Keynes. Proceeds will be for the benefit of the Society. In addition he is still also collecting used stamps for us. Any donations for the Swapmeet etc will be gratefully received and can be left either with Ray Bellingham at the Bluebell Railway workshops, or can be sent to Felix, at his home address. Felix has already raised several hundred pounds for us this year, via sales of donated items. We are particularly grateful to Messrs O'Brien and Idle for their very generous gifts.
This years AGM will be held in the Belles Tavern Bar, in the Buffet Block at Sheffield Park on Sunday 30 July 1989. As in previous years, a prompt start will have to be made at 10.00 am so that we can vacate the Bar at 11.00am. We hope a good number of members will be able to attend, as we always appreciate a good exchange of views. It also allows us to give an up to date report on restoration progress etc. Please find enclosed a copy of our latest set of accounts. Finally, please note that the bar has recently been moved to the ground floor of the Buffet Block.
1618 approaching Horsted Keynes, taken from rather an interesting angle by Mike Floate.
Page 15
Page 16
