Front Cover "A taste of things to come" S15 No. 841 at Goathland, NYMR, 14 April 1987.
D. Idle
In this edition click to go further to:
Financial Matters or Restoration report or Agreement to change 541 to 30541
| Rodney Packham | Chairman and
Membership Secretary |
132 Church Road, Swanscombe, Kent DA10
0HP.
|
| Ray Bellingham | President and
Chief Engineer |
C/O Sheffield Park Workshop, Bluebell Railway. |
| Mike Frackiewicz | Company Secretary | 55 Rectory Lane, Woodmansterne, Banstead, Surrey, SM7 3PE. |
| Steve Pilcher | Treasurer and
Newsletter Editor |
Moving house - all correspondence to Rodney Packham. |
| George Binns | General Member | 21 Barnfield Close, Hastings, East Sussex TN34 1TS. |
| Felix Cope | General Member | "Feldor", Grassy Lane, Sevenoaks, Kent TN13 1PL. |
| David Jones | General Member | 22 Manor Road, Hampden Park, Eastbourne, Sussex BN22 9DT. |
| Adrian Pinkess | General Member | 116 Little Heath Road, Bexleyheath, Kent DA7 5HW. |
| Barry Smith | General Member | 65 Thayers Farm Road, Beckenham, Kent BR3 4LY. |
|
Schools Class 928 climbing Freshfield Bank in the Summer of l990 |
T. Beckett |
Page 2
It's not often that I write for the Newsletter these days, but the editor has asked for a few lines to review the present situation. Good progress has been made with 847 over the last 12 months, and it is pleasing to see that our volunteers are still turning up as regularly as ever in an effort to see the project completed. 847 is now looking smart as a great deal of painting work has been carried out, making the engine look a credit to everyone involved. Various boiler fittings have also been put back in position and a good deal of "behind the scenes" work has been going on with the coupling rods and pistons. Let us hope that we will soon be able to see 847 in the workshops to have the cylinders bored out. Once that is finished we will then be well on the way to having 847 completed, however we will still need your continued support. To end, let me say that I am optimistic that 847 will be in traffic some time in 1991, and our thanks go to those who have given their time and money to get us to the present position.
Both 1618 and 541 gave good service on the Bluebell in 1990. They were used actively throughout the year and ended being rostered to haul all the Santa Specials at the end of the year. Sadly 1991 will be the last year 541 will be in traffic as its boiler certificate is due to expire at the end of 1991. It will really be quite an event if 847 can be back in traffic in 1991 and we have all three locos in steam on one day!
With both the standard class 4 locos and Stowe out of traffic due to the expiry of their boiler certificates, it appears that both 1618 and 541 will be used quite heavily for the 1991 Summer service. The only other tender loco currently available for traffic is the 9F, as Port Line requires some routine repair work to its firebox. It may well be back in traffic in 1991. The H class is in the works under overhaul, and certainly that should be back in traffic, as will hopefully 847 and possibly the Ql towards the end of the year. For the latter two engines it really is a bit too early to make any strong commitments.
Page 3
Time 09.35hrs. Star Date 4th Nov 1990. Who would believe it, with 1618, 323 and Stepney simmering in the yard; the cacophony of smells of oil and smoke; the sound of the hiss of steam and the sight of the Southern locos prove it to be another working day at the Bluebell.
Armed with my work permit for the day issued by my wife, I was about to undertake another day of restoration to 847. As normal, the old girl was to be found in 3 Road of the running shed (the S15, not the wife!). How satisfying to see her gleaming paintwork as each week sees her looking even more complete. The small band of dedicated workers have continued to make progress steadily over the summer months. The transformation of the green hulk into a working giant has advanced considerably since the last Newsletter.
The weekend of the AGM saw the boiler cladding completed. Those who saw 847 that day commented on her appearance. This was much appreciated by the motley crew who had been toiling away for months on what seemed to be a never-ending task. In record time the handrails were fitted and the cylinder cladding rolled and bolted on. This was soon painted by Dave Jones, who has been responsible for the painting and lining out of the tender, giving the the loco a somewhat deceptively finished appearance. A lot of hidden work has also been undertaken. Ray Bellingham has marked out a new backhead and cut the holes for all the fittings. When it became time to fit it in position the curved top was found not to align with the rest of the cladding. Steve Pilcher sliced the top curve in a number of sections, took a hearty hammer to it, and with the aid of a mig welder transformed the profile of the top to match. A man with many a hidden talent is our Steve! New studs were fitted to the backhead for the fittings, fibreglass positioned, and the backhead has now been bolted into place. The angled plate between the backhead and the cab floor has been cut, and with the whole area given a coat of black undercoat it now awaits the fittings to be mounted. The firehole door is now in position and the whistle mountings bolted to the backhead, giving the cab area a much more finished and tidy appearance.
The infamous missing rod now having been machined by Ray has meant some further progress to the motion. Old bushes have been removed from the rods, new ones machined and these new steel bushes press-fitted into position using the works hydraulic press. Unfortunately the machining of the new rod shows the neglected state of the rest and this winter should see the start of cleaning up the rest of the motion - a very laborious, but necessary, exercise. I just hope I don't draw the short straw on this one....
Since the last Newsletter, Ray has spent some considerable time and effort in machining and manufacturing parts connected with the motion as outlined
Page 4
below:
1) Trailing crank pin nuts manufactured and fitted to the locomotive.
2) Return crank refurbished and machined.
3) New pinch bolts made.
4) Leading crank pin retaining collars made and fitted.
5) Work started to crossheads and various other parts of the motion.
Maunsell's band of merry men have, over the last few weekends, been working on the smoke deflector plates. A rib around the edge of the deflectors has had to be riveted. 3/8 snap head rivets were used, countersunk on the outside. Because of their size they had to be heated to be formed; another technique learned and mastered by our bunch of bodgers (an in-joke for the working members). The hand holes and the curves around the steam pipes have been cut out. The smoke deflectors are now mounted up and painted.
Ray Bellingham heating up the rivets on the smoke deflector. David and Adrian Pinkess about to assist.
Mike Float
It is rumoured that 847 has been pencilled in for the summer service of 1991, and it is possible that it might go into the workshop early in the new year. At this time the cylinders will be rebored and liners fitted. Whilst in the workshop the opportunity will be taken to turn the wheels to align them ready for the rods. The date for our workshop visit is still not definite as we have to take our turn in the line. The Q1 and Camelot are also due to have cylinder work undertaken.
Page 5
What is there still left to do?
| 1) | Cab fittings machined and mounted | |
| 2) | Small bore lubrication pipes | |
| 3) | Large bore pipework | |
| 4) | Cylinders rebored; liners machined and fitted | |
| 5) | Motion/valve gear mounted and set up | |
| 6) | New ash pan to be constructed | |
| 7) | Design and install new rocking grate |
Our list becomes shorter but we still require a great deal of financing, especially for the workshop expertise required to complete the cylinders. As a working member may I thank all the members who give generously of their funds. With continued support the dream of steaming 847 in '91 will be taken into reality. A personal "thank you" to the workshop staff, especially to Ray Bellingham, Keith Sturt and Colin Turner, who always give unstinting advice and general encouragement. Thanks also to all the working members who with their friendly attitude and good humour make working at the Park a rewarding experience.
Another day over. The motley crew of the Maunsell Society have exhausted themselves again. Homeward to the pressures of reality. If only Sunday could be every day of the week. Star Date 1991 looks to be a good year.
Adrian Pinkess
|
Detail shot of 847 Smoke deflectors up and cylinder cladding in place. |
S. Pilcher |
Page 6
As at early December 1990 we had raised over £3,900 and had spent £3,300 in the year. This left us with a balance of about £1,400. The largest expense was a payment of £1,500 to the Bluebell Railway to cover Ray Bellingham's time spent on machining the new coupling rod forging and work on all the rest of the motion.
This year we need to have funds set aside to cover the following jobs on 847:-
Although we obviously have quite a healthy balance at the year end, we estimate we will require in the region of £4,000 in 1991 if we are to provide the materials to complete 847. We must therefore appeal to members to yet again consider making a generous contribution if we are to see 847 running in the near future. We appreciate our members finances are as ever under pressure, but all contributions will be gratefully received.
Some of the monthly railway magazines do pay a publication fee for any photos submitted to them which they print. The fees are modest and depend upon the size of the photo and whether it is in colour etc. The "going rate" appears to be approx. £5. The Editor has submitted a number of photos to Railway World and Steam Railway, and I asked for the cheque for the publication fee to be made out to the Society; I have managed to raise about £20 from four photos. So if you do currently contribute photos to the magazines would you consider asking for any publication fee to be donated to the Maunsell Society. It is a simple way of raising funds, and benefits everyone. I would like to thank Handel Kardas and Nick Piggott, Editors of Railway World and Steam Railway for their help on this issue.
Overleaf: Another excellent shot from Mr. P Dowley's own collection. King Arthur 789 "Sir Guy"at Salisbury, July 1939
Page 7
Page 8&9
1990 witnessed the return to steam of 30926 Repton for the first time in the U.K. since 1962. In addition, five other Maunsell design locos were in action and others were actively undergoing overhauls. The details are as follows.-
Sir Lamiel returned to main line running in 1990, after a major overhaul. It completed a number of Leeds - Carlisle trips and the went on display at the NRM at York for a short while in the Autumn. In December it returned to its base at Hull, and hopefully will be out on the mainline again in 1991.
As mentioned in the last Newsletter, 825 looks likely to be used only as a source of spare parts. The main parts of the chassis are at the North Yorks Moors Railway.
|
541 climbing Freshfield Bank, Summer 1990 |
Mr.Ogden |
Harry Frith and his group of workers are working well on 828 at Eastleigh. The boiler is back in the frames temporarily to allow pipework/boiler cladding to be made. When this is finished, the boiler re-tubing will commence and then everything will be re-assembled as quickly as possible.
In store in the woodyard sidings at Sheffield Park.
In service on the North Yorks Moors Railway.
Page 10
|
1618 nearing the site of Freshfield halt, Summer 1990 |
Mr.Ogden |
Still on static display at Steamtown, Carnforth. It is under cover, but not in working order.
Restored cosmetically, but not in working order. It is on display at the National Railway Museum at York as part of the "Great Railway Show". It is currently coupled to their Wagon Lits Night Ferry sleeping car.
The big event of 1990 was undoubtedly the return to steam of Repton. Railway World published a good article in their December 1990 edition that covered its restoration, so there is no need to repeat much of the details here. It was possibly quite a brave decision to restore it to its early 1960s BR dark green livery; at least this now means that all 3 schools class locos are in different liveries. It is interesting to compare and choose your favourite colour! In the Summer edition of the Newsletter I mentioned that the tender now resembles the "one-off" tender that ran with 30905 and then 30932. I prefer the appearance of the conventional Maunsell 6 wheel design. However, there are very sound practical reasons for the higher sides - it allows for an increased coal space and makes it much more practical for the crew when running tender first. I certainly would not want to be on 841 on the NYMR running tender first on the 18 mile run from Pickering in bad weather!
Page 11
Stowe's boiler certificate has now expired and it must now wait its turn for a thorough overhaul at Sheffield Park. Its last day of service involved hauling a special train for Lord Montagu and guests. Lord Montagu was instrumental in the purchase of Stowe from BR, and the loco is now owned by Montagu Ventures.
The loco was taken into the sheds at Ropley in 1990 to allow the Mid Hants Railway's repair gangs to work on it under cover.
As last year, still in store at Sheffield Park.
In store at Ropley awaiting heavy overhauls.
Page 12
Any information on the whereabouts of spare parts suitable for our engines or any of the others at Sheffield Park would be gratefully appreciated. We heard about what was supposed to be a Bulleid chimney for sale recently. It turned out to be a Stanier black five chimney - but no matter! - a useful home was, found for it. I would have thought it was a bit difficult to think it looked like a Bulleid chimney!
Mike Frackiewicz is still keen to get hold of yet more pictures of 847. I suspect he probably has more photos of 847 than he has of his wife, which is probably a sore point! Hopefully we might be able to arrange a display of photos for when 847 returns to steam. All 847 photos should be sent direct to Mike. Any photos of other Maunsell engines should be sent to the Editor.
Every new member of the Society obviously helps our cash flow and injects new blood and ideas. Any assistance members can give in recruiting new members would be appreciated. The Editor will happily supply spare copies of back issues and publicity material if anyone can help out, eg. by circulating details within model railway societies etc. As an incentive, we are prepared to offer a £5 voucher, exchangeable with the Camelot Society's Sales stand to anyone who can introduce a minimum of 4 new members to the Society in 1991.
Although the work on 847 will be more of a skilled nature in 1991, we will still be pleased for new volunteers to come and join our Sunday working parties at Sheffield Park. It is advisable to contact Rodney Packham on 0322 845738, in advance to check when the next working party will be.
As mentioned elsewhere, Felix is able to raise a very useful sum for us by selling Railwayana/stamps and then making a donation to the Society.
______________________________________
....The Bluebell Railway Workshop Staff, and in particular Keith Sturt, for their advice, help and guidance, which has made the restoration of 847 feasible and a lot easier.
.... Harry Frith and his restoration team working on 828. They have helped produce some of the parts for the motion, and Harry has advised on the physical side of the work.
Page 13
At the AGM one of our members, Tony Wilkinson, suggested that 541 be turned out as 30541 in 1991, as this will be its last year in steam before its ten year boiler certificate expires. The justification was as follows:-
i) The Q has now run for seven years in its guise as 541, and does not draw much publicity for the society as people are so used to it as 541. Hopefully if it were repainted as 30541 it would generate some interest in the society and its activities.
ii) The Q appeared in BR livery for much longer than it did in SR livery and it would be interesting, from a historical point of view, to see it as 30541 again. Frankly this is how most people remember it.
iii) It would be relatively simple to paint over the existing tender lettering and apply a transfer, plus fit a smokebox numberplate. We may even find a sponsor amongst the photographers.
Obviously it is impractical to change the chimney back to the Bulleid pattern. This would require replating work on the smokebox to get the chimney to fit. Anyway, the loco performs much better with the BR standard chimney! No doubt if the Q had been retained in traffic a few years longer it would have received a BR standard chimney in due course.
So what do the members think? The idea was agreed and adopted at the AGM. If anyone has any clear views on the matter could they please drop a brief note to Rodney Packham. Assuming that we do not get inundated with a deluge of objections, we will then approach the Bluebell Railway for their views. I think it ought to be emphasised that this is a one year "experiment" just with 541, as it involves a minimal change to the colour scheme. No change is mooted for 1618 or 847 - that would be a much more radical idea!
Page 14
For once it was actually a dry, pleasant day for the AGM and we had a good turnout in the Buffet block at Sheffield Park.
Rodney Packham chaired the meeting and detailed the restoration work that had been completed on 847. Good progress was being maintained, but the work was getting more complex now the end was in sight. Ray Bellingham was welcomed back, and his engineering experience would be invaluable in completing the work on the loco.
Steve Pilcher gave details of the accounts and the routine matters were duly processed; the accounts were adopted, the auditors re-elected. Subscriptions were maintained at the same level, the existing directors were re-elected in their same posts and Ray Bellingham was formally re-elected as a director.
Then the meeting proceeded to the interesting bit - matters arising:
_____________________________________________________________
Yes, it's renewals time and a membership renewal form is enclosed for all annual members. The subscription, the same modest £6 as last year, should be returned to the Membership Secretary, Rodney Packham. PLEASE DO NOT SEND ANY CORRESPONDENCE TO THE TREASURER/EDITOR for the time being, as it appears very likely that I will be moving in the near future. More about that in the next edition.
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|
W Class No. 1913 at West Croydon shed |
P. Dowley |
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