Treasurer's Report

At the time of writing this report, our last bill for materials purchased by the Bluebell Railway was finalised. I anticipate the final cost of materials in 1992 to be about £7,000. In all, total expenditure has been about £8,300 for the year. Income will exceed £4,600 - which is good considering the deep recession.

As with most loco restoration, the big bills have been incurred in the last stages of restoration - over the last two years we have spent £15,700 on restoring 847. The money lent to the Society has proved invaluable in funding the required work. We now need to pay off just over £3000 of loans to get the Society's finances back onto an even keel.

Can I therefore appeal to members to consider donating £20 to help clear our debts. Please see the enclosed appeal leaflet.

Steve Pilcher

Note: all items are credited or otherwise written by the editor.

Membership

Subscriptions for 1993 are now due and we would respectfully ask all annual members to renew their subs as soon as possible. We would also ask all members to ensure that we are kept up to date with any changes of address so that our records can be amended as necessary. Our current membership total stands at 191 Life Members and 145 Annual Members. We have also received a number of enquiries as a result of Steve Pilcher's article in the January 'Railway World'.

Rodney Packham

.... and on behalf of all members:

Dear Sir,

I am writing to say how much I enjoyed myself on the 14th; it gave me great pleasure to see 847 running after too long a time. Seeing the hard work that has gone into the S15 makes me proud to be a member of the Society.

I enjoyed myself more that night when I was given the chance to ride on the footplate. (Michael Lee, Worthing)

847 Restoration Report

The visit to Eastleigh on Sunday September 27th to see 828 rejuvenated all the working members for the final push to complete our loco. The outshopped loco looked resplendent - could we match their achievements? From late September Keith Sturt (Bluebell's Workshop manager) put as many workshop staff as were available full time to our project. We are indebted for his support and commitment to the loco's final stage of restoration.

By the end of September work was still progressing on alterations to the cylinder end covers. The originals were ½" diameter larger than we wanted. This was because they were designed to fit over asbestos sheeting, and we use fibre glass matting which is a much reduced thickness. Thus the need to slice and re-weld, and thereby reduce the diameter. The buffers were cleaned up and Ray worked on and completed the piston valve assembly.

During October the workshop staff, mainly Chris Shepherd, made large inroads in completing the large run of lubrication pipework from the cab to the axleboxes. Covers for these also started to take shape. Steve Czech commenced the large bore steam pipework and Ray Bellingham continued to work on the motion, and Brian Wilkie undertook a great deal of machining work on numerous castings.

By Thursday 8th October the right hand coupling rod was in position. On the following Saturday the left side proved more problematic, and 4 thou needed to be taken off the centre spindle, which once machined fitted like a dream. The rocking grate began to look like a grate and the control mechanism to link it to the cab started to be put together. Sunday 18th October saw the drop arms in position and all of the left hand pipework completed. By the next weekend Ray had completed all of the motion except for the connecting rods. The working members continued on control rodding for the drain cocks and ashpan.

Tommy Dobson, Ray Charles and Bob Guaroni were putting finishing touches to the paintwork and Tony Funnel undertook an admirable lining out job.

Sunday l st November saw the wooden formers being positioned in the firebox and the brick...

..arch being cast. Rodding for the drain cocks was almost complete, and the water valve mechanism (to control the flow of water from the tender to the loco) was completed by Martin Nichols.

A week later my father and I had the job of weighing the loco and trying to balance her. 847 was sitting ¼" high on the left to right, and it was hoped that the weighing and adjustment to the springing would rectify this. Each wheel is jacked up, and by constant tensioning or loosening of each spring on each axle, the loco is balanced. Adjustment on one wheel will alter the weights to all the others. Much by trial and error we eventually managed to balance the bogie to within 1/4 ton, and the drivers were within 1 ton front to back. To achieve this the loco had to be lifted some 30 times.

Tuesday 10th November dawned; the day of the steam test. The H was tested first and declared fit. 847 was not so lucky. As the steam pressure increased a few major leaks appeared. Frantic tightening did not sort out all of the problems. The brake ejector casting was faulty, and needed to be brazed to cover the fracture. A fault in the blow down valve was noted, and needed to be removed. The blower valve had been fitted incorrectly, and not enough vacuum could be registered on the gauge. On inspection the oldest of the three vacuum cylinders was found to have rusted through. Repairs to these had been undertaken three years ago, but unfortunately years sitting in the running shed had taken it's toll, as the rusting had gone unnoticed. The faulty area would need to be welded.

The workshop staff put in extremely long hours to meet the deadline, and all concerned offer their thanks to each and every one. With repairs completed the second steam test was undertaken on Thursday 12th November. All was well!! Friday 13th saw 847 on her first train followed by the members' train, which prompted many favourable comments. The following weekend also saw her on public service trains. The weather was not too kind, but 847 proved herself to be a very efficient engine.

She is now in the process of being winterised as she is not due to perform on the Santa Specials, and will resume service in the Spring.

Adrian Pinkess

847 - The Final Tasks

Although 847 has entered traffic, there are a few jobs to be completed. The valve end covers are to be fitted, also 4 axle box covers. At the moment, if the loco was washed out all of the muck would go straight into the boxes. The drain cocks are still leaking by, and will need to be stripped down and cleaned out. Also she will need to be re-weighed and balanced now that she has covered a few hundred miles. All looks good for the spring when I for one will use the better weather to lineside Bluebell and admire the sight and sound of 847 on her train.

Adrian Pinkess.

1993 Steamings

Unfortunately the current loco roster is only published up to March 1993 and it is anticipated that only the H and Q1 will be used in the months after Christmas. If you would like to receive details of when 847 is next expected to be in steam (to be published in late February) please send an SAE to Steve Pilcher.

Cleaning Sessions on Society Locos

Barry Smith has offered to oversee a monthly clean of the Society's locos, on the last Sunday of each month. He aims to tackle one loco each day, and give it a thorough clean. Working parties will start at 10.00 am, and all members are welcome to come down and assist. This opportunity to become involved with the locos without the need for any specific skill may encourage 'support' members to get involved in a practical way, and offer opportunities for further work in the future. A warm welcome is guaranteed, and newcomers are assured that they will soon feel a part of the team. Anyone interested needs to be a fully paid-up member of the Bluebell for insurance purposes.

Any enquiries to Barry Smith, at 65 Thayers Farm Road, Beckenham, Kent, BR3 4LY.

847 in Miniature

Members who attended the inaugural steaming of 847 were able to admire Mr. Buttle's superb miniature version of our loco. It is hoped to be able to operate the loco on a portable track on a future date. I hope to be able to locate other owners of Maunsell locos and arrange a special gathering either at the Bluebell or a suitable host..

..track. Do any members know of such locos or how I could go about locating them?

MLS Members Day

The members of the restoration team were delighted at the excellent turnout of members at 847's inaugural steaming, and suggestions were made to arrange a similar event in the autumn next year. Possible attractions could include a line-up of all Bluebell-based Maunsell locomotives, a further special train or the addition of a saloon for member's use on each service train, or the chartering of a 'Golden Arrow' with meal service. Directors would welcome any constructive comments.

S15 847 A Special Appeal

Restoration team member Ray Vistucis writes:

On this great day, when the speeches were about to be made, my video camera decided to let me down. Consequently I have pictures of the two participants Ted Oades and Ray Bellingham giving their speeches, but I have no sound track! I would therefore like to appeal to those people who attended at Sheffield Park on this day and who took video footage of the event, especially the speeches.

'Please, please can you help me to get a soundtrack onto my video'. This could be done in a number of ways - please get in touch with me at 58, St. Audrey Avenue, Bexleyheath, Kent DA7 5BX. or by 'phone on 081-301-0234 (evenings).

Peter Cooper

Regrettably it is not possible to be in touch with all of our members on a regular basis, and it therefore came as a great shock to read of the death of Peter Cooper in the latest Mid Hants Newsletter.

Peter will be known to members for the two very readable and well researched books he wrote on the Urie and Maunsell S15s, and I understand that he had written a number of other books on railway subjects. Peter was a life member, and keen supporter of the Society and had always been very helpful in passing on details about our locos whenever he came across something new. Our deepest sympathies are extended to his widow and family.

Steve Pilcher.

Friday 13th Part 1

Now is the time for reflections and reminiscences. The restoration of 847 is now a thing of the past, but it will not be easily forgotten, especially by our loyal membership, in particular the working members.

It was with mixed emotions that I arrived at Sheffield Park on the morning of Friday 13th November. 847 had been positioned back in the shed following the steam test the previous day. Today was the first real test for 847 on a coach train. By 9.10 am there was a band of workshop staff and working members in, on or around the loco adjusting, tightening, cleaning and polishing. At 10.40 all the checks were complete, the shutters were raised and Bluebell positioned herself onto the rear of our loco, and eased her out into the sunlight. What a picture! The normal checks of hand brake on, enough water in the boiler, loco in mid gear done, a thin layer of coal was deposited over the grate. Wood was placed over this, and with a piece of oily rag the fire was set in the belly of the loco. Within ten minutes the whole of the grate area was in a red sea of flame. The loco was continued to be made..

above: 847 at Sheffield Park shunting Pullman stock
13/11/92 - Mike Frackiewicz

..ready, with plenty of coal in the back corners and under the door, gently sloping to front in a wedge shape. Steam pressure began to register on the clock as it was still warm from the previous day, and the familiar hissing and simmering noises became apparent as 847 was made ready for duty. The oil boxes were topped up and their trimmings checked. As the driver busied himself lubricating all round, I helped clean the wheels and everything below the running plate whilst others worked on the cladding and tender. Finally, onto the copper and brass work.

Steam pressure was raised gradually, and by 1.40 I experienced our loco move under it's own steam for the first time. What an exhilarating experience! What an achievement! 847 busied herself around the yard and got ready it's train of 5 coaches. She looked resplendent, with her rake of Pullmans. With workshop staff on the footplate, it was up to the rest of us to pile in the coaches. At 3.05 the driver got the 'off', and in possession of the staff, the regulator was eased. With drain cocks open, 847 picked up the weight

..of the train and moved off, accelerating from platform 1, through the points and up the line. I viewed the events from the front compartment. I was amazed at the soft beat of the exhaust compared with 841 on the NYMR. Could the lack of noise be due to the cylinder liners, or Ray's superb setting-up of the motion?

The exhaust beat quickened as 847 leant into Freshfield bank. At the top she was brought to a stand for a visual inspection. The drain cocks were leaking by slightly, and the top left hand slide bar was running hot, otherwise all was OK. All other bearings were cold, and slight wear noticed to half of the top slide bar as it started to bed in. With oil liberally applied to the bar we moved off, and continued towards Horsted Keynes. The exhaust beat slowed as we proceeded up the 1 in 75 grade, under Three Arch Bridge, and with a crescendo on whistles, entered Horsted Keynes station. Further checks all round were made by Ray and other workshop staff, who declare all was well. I was invited up onto the footplate, and continued the run up to New Coombe Bridge from the spacious' vantage point of the cab. It was now nearly 4.00 and the dusk began to descend quickly. The fire hole door glowed red hot as 847 eased the train out of the platform. The loco was put into second valve, and she just leant into the grade up towards Sharpthorne tunnel. What a sight! What a sound! Darkness continued to descend as we ran round the train at New Coombe Bridge. Once the guard's green light was acknowledged, off we went again into the darkness and wetness of the tunnel, virtually down hill all the way to Sheffield Park to the clatter and gentle sway of the bogie wheels of the tender.

Friday 13th Part 2

The loco was uncoupled and shunted to the coal deck, and five bins of coal were shovelled from the fork lift into the tender. A quick trip to the lobby to change into my best bib and brace, a quick polish of my shoes and badge, make a cup of tea and back to the loco. Nine Elms George, the booked driver was checking round. No sign yet of the fireman John Padgham, so into the cab I climb. An inspection in the firehole door indicated the need for a round of coal.

Pressure up to 120lb. per sq. in. and rising, all is looking good. The injectors on both drivers..

and fireman's sides were checked once the pressure reached 160lbs., and the water level in the gauge glass rose to within l in. of the top nut. At 6.20 with a full crew, the loco Was put in reverse, hand brake off, a look out to both sides to see all clear, a shrill whistle, the regulator was eased and we were off to the headshunt. The red of the dummies turned green, and in a cloud steam from the drain cocks, we travelled into platform 2 to take on water.

By 6.35 the loco backed onto the working members train to be coupled up, and steam heat applied. John Padgham threw me the shovel and it would be my privilege to fire the loco. This would certainly make my day!

A quick check of the fire, the jacks turned on to stop her blowing off, with a full glass of water, we were ready to go. The staff was handed over by the bobby (signalman), and the starter and advanced starter were pulled off. The whistle and green fight were acknowledged, and Nine Elms George opened the regulator. With a surge of steam you could feel the power of the loco as we accelerated onto the up line with seven coaches in tow.

The exhaust beat sharpened as she was put into second valve, and the sound echoed across the countryside. Soon approaching Three Arch Bridge and the injectors were on, and the entrance to Horsted Keynes for the token exchange was truly marvellous. No time to waste, make the fire good, and soon we are off to New Coombe Bridge. More 1 in 75 then 1 in 50; continuous firing, ease over the slack and then regulator full open on the approach to Sharpthorne Tunnel. The whistle shrilled and the blower eased open as we thundered into the blackness of the tunnel with the glow from the fire on the tunnel side. All at once we had run through the site of the old station, and come to a halt at New Coombe Bridge. The steam brake was applied and the train came to a halt. This would certainly be a day I will never forget and many thanks to George but especially John for allowing me to fire.

Adrian Pinkess.

Centre Spread

Due to the numerous photos of 847 we have decided to use 4 in place of the normal single photo.

Centre Photos:

top left: 847 draws into Sheffield Park station with the Pullman stock forming the members' special, 14/11/92. photo - Mike Floate
bottom left: 847 storms under Leamland bridge with the 11.15 service to New Coombe Bridge, on it's first revenue earning service since January 5th 1964
photo - Mike Frackiewicz
top right: 847 in a rare condition, minus smoke deflectors, during the first steam test, 10/11/92.
photo-Ray Vistucis
bottom right: 'All set for the Arthur now lads!'
photo - Brighton Evening Argus

Sales

Sales of both sweatshirts and videos have been encouraging, and an order form is enclosed with this newsletter, with a good profit being donated to Society funds from these ventures. If any member has videotape of any Railway topic that they would like to have considered for inclusion in future editions, please get in touch with Mike Floate. As yet we have not been able to include any video copies of cine film from BR days, but would welcome the chance to view any tapes that members may have. As always, complimentary copies of completed tapes will be given to all contributors.

Apologies

In the brief autumn Newsletter enthusiasm got the better of me and I posted the issue for reproduction with one or two errors, and a missing trio of restoration team members. My apologies go to Ray Vistucis, Peter Hazeldene and Paul Skinner, all of whom made a valuable contribution to the restoration of 847, along with those already mentioned.

In the Summer Newsletter my article on armchair or support members seems to have been misinterpreted by some members. Perhaps I should have elaborated on my point that I am largely a support member, able to join the restoration team on just two or three days a year. This has not stopped them offering a warm welcome and the customary Maunsell friendliness, and I have been encouraged to help the Society in other ways. My intention was to encourage others who may have limited opportunities to help in a practical way to come forward and join an active support team. Any offers of help to the Newsletter Editor please!

541 - The Future

541 has proved to be a poplar engine on the Bluebell, and has even seen service on the Bluebell's prestigious 'Golden Arrow' Pullman Dining train in 1992. Undoubtedly the Society's U and Q class locos have proved to be a most valuable resource for the Bluebell Railway. The Q does require a thorough overhaul. The boiler will require a complete re-tube, the smokebox may need to be completely replaced, the motion required attention and the tank-bottom re-plating.

Steve Pilcher

Portable B/W TV Required

Now that we can offer a growing range of videotapes for sale at special events it has been suggested that we have copies of our tapes playing on a TV on the stall. To enable us to do this we wonder if any members have a TV and/or video that they would be willing to donate to the Society? Collection could be arranged from parts of London, Kent, Surrey and Sussex.

Letters

A pleasing number of letters have been sent by members, and I would like to thank all those who have taken the time to write.

Thanks and Congratulations...

'Re Newsletter Summer 1992 - Congratulations! By far the best Newsletter ever sent out by the Maunsell Society. My congratulations go to Adrian Pinkess, Steve Pilcher and Rodney Packham too.' (Mr. Pyne, Horsted Keynes)

'Many thanks for the most interesting Newsletter recently received ... as one of the armchair members I look forward to the steaming of 847 with keen anticipation.' (Mr. Martin, Bearsted)

Pronunciation...

'You may be interested in the enclosed copy from the book 'Bulleid of the Southern' which says "Maunsell rhymes with cancel and Bulleid with succeed". I am sure the author can speak with authority.' (Mr. Clark, Haslemere)
'I once met a lady who used to be Maunsell's secretary. He told people to say "Mansell as in Hansel", which seems pretty convincing to me!' (Mr. Idle, Pickering)

Future Aims...

'In trying to establish it's future aims the Society should clarify it's aims as "To preserve, and maintain in working order, R.E.L. Maunsell designed steam locomotives Nos. 541, 1618 and 847". (Mr. Heinemann, Wembley Park)

The Next Project..

Many excellent suggestions were made, but no consensus was formed. Among the interesting ideas was that:

'The Society should overhaul 541 as soon as possible, and once done, make the locomotive available for hire by other railways. This would bring in revenue to the Society, and enable members remote from the Bluebell to see a Society loco in action'. (Mr. Heinemann, Wembley Park)

5 Years Ago

847 - jobs done: new cab roof / toolbox & seat units in the cab / work on the smokebox and chimney / overhaul of brake components / machining injectors. Soon the boiler cladding will be started.
1618 - used regularly, and to be active through the year.
541 - In the workshop for minor repairs and a 5 Year Hydraulic test. The loco is certainly a credit to both the Society and the Bluebell Railway.
830 - following it's arrival future possibilities were discussed.

John Ambler listed Maunsell locomotives available in model form. Due to unauthorised use of Society material copyright of Newsletter material was confirmed ( and is reaffirmed again! Ed.). Northern Extension - Felix Cope was involved as the oldest working Bluebell member, tightening the first fishplate.

10 Year Ago

Membership Notes... the trend to change to Life membership has slowed down, a sign of the recession no doubt.

This year sees the return of yet another Maunsell design that has not seen use since BR days' (541 Ed.).

The Bluebell Railway have invited us to paint 541 in Southern Railway black with a pea green lining ... it is understood that this livery was carried by the first Q class loco.

1618 completed it's sixth year of service. It is now awaiting a boiler examination and overhaul. No date has been fixed for this work to commence, it will depend on the workshop's schedule for other locos

847 - three coupling rods were purchased, the fourth rod having been cut in two. Consideration was being given to having a new rod forged. Negotiations were under way for space in the yard to enable the boiler to be lifted and the tender stripped down.

A photo showed Felix Cope, Steve Pilcher and others painting PLV2186. Mr. Windebank of Southampton noted that there was only one livery for 847 - Maunsell lined passenger green.

15 Years Ago

(Final Newsletter of the Southern Mogul Preservation Society)

Important changes are to be made following the recent AGM. As from the New Year our name will change to The Maunsell Locomotive Society.

1618 completed it's first year in service, covering over 1100 miles. On Bluebell Vintage Weekend 1618 and 21C123 double-headed two trains.

The regular restoration team of Ray Bellingham, Norman James and Rodney Packham would be pleased to see new volunteers. Membership rates remain unchanged at £1.50 per year, £15.00 for life.

5, 10, 15 Years Ago - Help!

A popular new feature has been the look back through our old Newsletters, which sets our current preoccupations in context. I need members who have orderly collections of Newsletters to assist me in the production of the next set of notes, as my collection is missing some copies. Does any member have copies of the following issues: 2/ 4/ 5/ 6/ 8/ 17. I would be happy to receive either original copies or photocopies.

The Locomotive Societies of Great Britain

A new series of articles in which we invite fellow Loco Societies to give us an insight into the running of their group. Following a most enjoyable run behind 5407 last summer on the Fort William Mallaig route I have contacted Bill Ashcroft, whom I thank for his assistance in the preparation of this article. For me 5407 has risen from being an anonymous Black 5 to being a loco in which I take a special interest. I hope members enjoy this introduction. Any suggestions for Societies to be featured in the future to the Editor please.

5407 Association - Owners of LMS
Black 5 no 5407

The 5407 Association is not a Society in the same way as the MLS, the title on the letterhead being a VAT registered trading name. The organisation is headed by Paddy Smith, who actually owns 5407, and involves a small team of support crew each with his or her own particular skills. The Society has two senior experienced engineers, about four support crew who concentrate on loco preparation and servicing, another six who come along to help with cleaning etc. and my contact, Bill Ashcroft and the wife of another member who deal with on and off train sales to raise money for the engine. All of course 'muck-in' when required!

The loco is at present at Carnforth minus driving wheels which have gone away to be retyred. As and when that is completed and the new tyres re-profiled the loco will again be available for mainline work until the end of 1994 when the seven yearly BR boiler certificate expires. What happens then has not been considered yet. Major repairs have usually been carried out at the home base of Carnforth.

The Society also own the Loco Support Coach BSK 99030 (formerly 34666), and has been converted to a mobile messing and workshop unit in the usual style of support vehicles. Three members lived in this when the loco was on duty at Fort William in the summer of 1992.

The sales stall is one of the best I have ever seen and sells superb biros that my daughter says is her favourite pen! There are also three videos available, the latest of which is reviewed following this article.

(Other Loco Societies also have fund-raising videos available for sale, produced by PSOV, details - 34 Pargeter St, Stourbridge, West Midlands, DY8 2AU)

5407 Goes North

This video has been produced for the 5407 Association by PSOV using material from their 'Mainline' videos, and also features unpublished material. In this way PSOV put something back into preservation by allowing Societies to sell tapes with only production costs to pay for. Overall running time is 40 minutes, and the price is £12.00 plus £1.00 postage, available from LMS 5407 Association 78, Wateringpool Lane, Lostock Hall, Preston, PR5 RUA.

I was a little wary of this video, having got all of the Mainline videos from which the material is taken. However, I was soon enjoying the tape in it's own right as I recognised very few of the scenes shown! The format of one loco to a tape is excellent, and shows a loco at work in a variety of locations and conditions. The overall impression of 5407 is of an engine that is always on top form, with a terrific bark when hard at work.

An early scene is a superb view at Eskmeals where the enclosed notes say 'with the fireman beginning to fill the box the exhaust turns grey, and creates a timeless LMS scene with a black engine and maroon stock against a background of the Lake District Mountains'. This is a good example of the way that notes give additional interesting information on the working of a loco without needing to hear it on each viewing as with a commentary.

PSOV sequences always include items of interest from the lineside whenever possible. A sequence at Lugton opens with 5407 running through the station which still has four semaphore signals, and a working box; the engine passes at speed and the closing shot includes the signal dropping back to danger. A sequence to be re-watched many times!

Many sequences offer delightful scenic views as well as the loco, and none is better than an autumn view of 5407 having left Bridge of Orchy, rounding Horseshoe curve as the camera zooms out to show the snow covered peak of Ben Dorain towering above the train. If there is a better sequence of steam at work in such a splendidly scenic line I have yet to see it!

Overall, this is a video well worth buying, and customers will be happy in the knowledge that they are helping to keep an outstanding engine at work.

847 Articles

Some useful publicity for the Society was achieved in various magazines. Railway World published a well illustrated 5 page article in their January 1993 edition, which detailed the complete history and restoration of 847. Should you not have seen this edition on sale, copies can be obtained from Ian Allan Subscriptions, Select Subscriptions Ltd, Northbridge Road, Berkhamstead, Herts, HP4 1ST, for £2.30 inclusive of postage. The fee payable has been donated by author Steve Pilcher to Society funds.

In addition, photos of 847 and 830 appeared in the January & February Steam Railway, a b/w photo in the 27 November issue of Steam Railway News and a selection of photos in the February Steam Classic. In addition, David Jones has submitted an article on 847 to Bluebell News.

We look forward to further good publicity next year.

Steve Pilcher

BR Locos

Having noted the lack of information on the electric locos named after Maunsell locomotives in the Summer Newsletter I was delighted to find 87010 'King Arthur' at the head of my train from Glasgow this summer. How much better the loco would look though with Maunsell-style name-plates! Purists may care to read ahead as I record that I have written to 'Rail' magazine to seek their advice on getting such nameplates fitted, and the possibility of a class 33 or 73 being named, as suggested by some correspondents

87010 King Arthur at Glasgow Central, Aug '92
- Mike Floate

Book Review

Southern Steam in the South & West

Mike Arlett & David Lockett

Price £20.00, 160pp, 193 b/w & 94 colour illustrations

This excellent book, published by the Oxford Publishing, Company, is the third volume of photographs to be published from the late Norman Lockett Collection, with some of it's earliest photographs dating from the 1930's.

The selection of photographs has been carefully carried out by Mike Arlett with David Lockett, who often accompanied his father when photographing by the lineside. A careful balance of locomotive types and locations is enhanced by the inclusion of many colour photographs, with approximately 1/3rd of the book being reproduced in colour. The quality of the photographs is quite superb, unlike some railway books that are at the budget range of the market, and the added interest of the colour sections sets the book apart from previous albums of Southern Locomotives.

Captions include all of the necessary detail, with snippets of information to add interest whenever possible.

Of special interest to our members is the wide spread of Maunsell types photographed. The count class-by-class is as follows: King Arthur: 15, Lord Nelson: 9, Schools: 3, S15:15, Z: 1, H15:4, U: 9, N: 5, U1:3.

The photographs that stand out for me as follows:

i) pre-war King Arthur photographs of superb quality (p107/130); ii) Our own 1618 in Southern Livery just prior to Nationalisation (p132); iii) 30830 on a goods train (p99), and iv) a superb colour photograph of 30842 on a passenger working (p79).

Overall, this has to rate as one of the best surveys of Southern Locomotives at work, with much of interest to Maunsell members. The price may seem high, but the quality of the book is such that it will stand out from others of it's type when browsing on a visit to Sheffield Park bookshop.

Mike Floate

News of all other Maunsell Locos

The year has seen the return to steam of the two S15s 828 and 847. It is hoped that 1993 will see Eastleigh based 828 getting it's ticket from BR to run on the main line.

777 Sir Lamiel - 777 has continued it's active service on BR main lines specials this year, such as on the ex-Southern Mainline to the west of England as part of NSE's 25th anniversary celebrations of the demise of Southern steam.

825 S15 - The tender from this loco is being restored at the Mid-Hants to run with Urie S15 no. 499. A new tender tank has been delivered and awaits the fabrication of the front section of frames. The frames of the loco remain at the NYMR - future uncertain.

828 S15 - Following it's two earlier steamings a third steaming took place in late November. The opportunity was taken to run in the bearings as much as possible on the short length of track available. There were no problems. The brick arch has been completed and brackets have been fitted to the tender for the fire irons. A load test on BR is anticipated in 1993, which will hopefully allow the loco to be used on the main line.

830 S15 - As last year, in store at Sheffield Park.

841 S15 - In service on the NYMR.

850 Lord Nelson - As last year, on static display at Carnforth. There are no plans for restoration.

925 Cheltenham - As a static exhibit, this loco is part of the NRM at York. There are no plans to return this loco to running order.

30926 Repton - This loco has given good service on the GCR. At the end of September the annual boiler inspection was carried out and all was well. Only routine maintenance has been necessary to keep the loco in running order. At the end of January 1993 the 18 month loan period from the NYMR ends, but a possible extension is being negotiated so the loco may stay longer in Leicestershire.

928 Stowe - Awaiting a ten-yearly boiler overhaul at Sheffield Park.

31625 U class - There has been little change from last year. The next job to be tackled is to set up the motion including pistons and valves. Thought is being given to overhauling 31625's boiler and placing it in 31847's frames.

31806 U class - At Ropley awaiting a full boiler and motion overhaul.

31847 N class - On display at Ropley, awaiting a full boiler overhaul. As noted above, in order to get one of the moguls back into traffic, the Mid Hants may retube 31625's boiler and refurbish the firebox prior to uniting it with 31847's frames. The running gear is not expected to involve to much work.

Ian Hawkins

below: Urie S15 No. 506 at Medstead & Four Marks on an Alton - Alresford train 28/6/92 - Simon Frackiewicz

The King Arthur Project

Subject to certain conditions and agreements, it is almost definite that we shall go ahead and convert S15 No. 30830 to a member of the King Arthur Class. Over the next few issues of this newsletter some of the tasks involved will be covered, concentrating step by step on the various features that require more than just normal restoration. This article features the wheels.

The S15 class was designed as the freight version of the N15, later to become the King Arthur class, so the main requirement was power rather than speed. In order to keep as many standard parts as possible between the two classes, the boiler, pistons, valves and the whole of the front bogie assembly were common. This means that the front bogie on 30830 can be used without modification, and had originally been used on 'Sir Aglovale'. The driving wheels, however, were the means by which the difference in tractive effort between the two classes was achieved, by providing the S15 freight version with smaller drivers to create an 18% increase in tractive effort at the expense of speed. The King Arthurs had 6'7" driving wheels and the S15 had 5'7" versions so accounting for the 18% mentioned above. We therefore need six wheels to replace the existing ones currently on the locomotive.

Over the past few years, attempts have been made to see if any wheels of this diameter lurk in other countries such as India or China. A lead was also followed up in Belgium because word came to us that there were surplus examples in what was Eastern Europe at the time, but all to no avail. The main problem is that all remaining steam is basically freight so the locomotives have small wheels. India was quite promising at one time as they still have express workings, but getting the wheels exported is quite involved so this line of enquiry was shelved.

The alternative is to have a pattern made and then cast brand new wheel centres to the desired size as has recently been done for 'Fenchurch'. King Arthur wheels need to be 6'7" diameter with 22 spokes and a crank radius of 14" to suit the stroke of 28". Word was received that a pattern of this size existed at Swindon, but upon investigation it was found to be for a GWR Saint class having a diameter of over 6'8" and a crank radius of 15". The Great Western Society has also looked at this pattern as they required two...

...new wheel centre castings for their King No.6023, to replace the pair that had been cut through at Barry. They also came to the conclusion that the Saint patterns would not be suitable so went ahead to produce a new one from which two wheel centres have now been cast by Lloyds of Burton-on-Trent. These are now on display at Didcot along with the pattern itself. It so happens that the King driving wheels are 6'6" diameter with a crank radius of 14" and with 22 spokes, almost the same as the King Arthur except for the inch on diameter which can be allowed for during machining. There is also a web between the spokes near the crank boss, but again this can be removed during casting. This pattern has been offered to us for a hire charge of £1000 from which we can make as many wheels as we like. A new pattern would cost over £3000.

Casting of wheel centres is very expensive when made to the recommended BR Standard as covered by BS3100, grade A1, which we would want to do in case we eventually decide to go for the main line. As well as the cost of each casting, about £4000, there is the subsequent machining, the manufacture of crank pins and tyres and the fitting of these and assembly onto the axles. Another Society is interested in purchasing the existing 5'7" wheelsets which will offset the cost of the new ones, but this is still under negotiation.

Hopefully the above will give members an insight into what is a very ambitious scheme, but achievable with the necessary funding - as they say 'where there's a wheel there's a way'!

David Jones

Finally....

A big thank you to all contributors - A. Pinkess, I. Hawkins, S. Pilcher, R. Packham, R. Bellingham, D. Jones, M. Frackiewicz, S. Frackiewicz and R. Vistucis. Also, thanks to Frank Springall for the use of computing facilities, David and Grace Pinkess for checking and encouragement. Typing, composing and editing by Mike Floate; printing by FCN of Tonbridge.

back cover.. 847 outside the Bluebell Railway workshops 12/11/92 - Mike Frackiewicz

Is this type too small? Send 75p to Mike Floate for an A4 copy of this newsletter!!

Printed by FCN Design & Print - Tel: 0732 773003