FRONT COVER: S15 No.847 at Three Arch Bridge

Photo: Mike Frackiewicz

In this edition click to go further to:

Financial Matters or Restoration report or The early years Pre MLS reminiscences or King Arthur Project

LIST OF DIRECTORS

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TREASURER'S REPORT

Firstly I would like to thank everyone who responded to the Rods Appeal in the Autumn News Sheet. A very useful £864 was raised as a result of the generous response. We are still open for other contributions.

I have just started getting the figures together for the 1993 accounts and it appears that it was a good year. In summary the Society raised £8,229, outgoings amounted to £5,151 (which included repaying £3,020 of the loans owed on 847) and a surplus of £3,078 was achieved for the year.

At the year end, the Society had £3,854 in its accounts, which includes the £864 raised in the Rods Appeal. We have just received over £700 of bills for the crane hire and the welding of the spokes and we think we need £3,000 to pay for the work that is already in hand machining 1638's tyres and journals and to pay for transport. So when our liabilities are taken into account, we do not have any spare funds and all subscriptions, donations etc., will be gratefully received. On an upbeat note, we are due to receive shortly £1,000 from the Camelot Society as a final payment for the work on their cladding. This will put the finances back on an even keel.

Finally it remains to thank all the members for their very generous support during 1993, which is invaluable. if we are to see 1638 back in steam in the shortest possible time.

Steve Pilcher

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1638 RESTORATION REPORT

The Autumn of 1993 was spent continuing the stripping down of 1638's frames in preparation for lifting them off the wheelsets. Having not received any attention for many years, the axle boxes were somewhat jammed into the horn guides with rust. The rear set of coupled wheels came out quite easily and the middle set after about half an hour's extra work but the front set refused to budge. So the road crane had to come back for a second day on November 26th. The front horn guides needed to be removed and only after considerable effort was the set finally freed.

The frames are now in the yard near the workshop and all the wheels have been sent away to Swindon works to have the journals turned and to have the tyres skimmed. Prior to going away to Swindon, several of the spokes needed to be welded up where they had been cut by someone with cutting gear while the loco was in Barry scrapyard. One crankpin had also suffered. It has proved impossible to repair it and it will have to be replaced.

Harry Frith and his son were able to visit in December when they carried out an ultrasonic test on the axles. This test proved satisfactory, very much to our relief!

Good progress has been made on cleaning and painting the inside of the frames. Now that the outside is fully exposed, it too is being cleaned and painted. We have been interested to find considerable traces of gloss green paint on the outside of the frames. We had always thought that the loco's frames had been painted black. Can anyone throw any light on this? The pony truck has also been dismantled and found to be in good condition.

We are pleased to confirm that the slide bars have returned from Eastleigh works where they were machined. Roger Cruse and the Bluebell Battle of Britain Group have kindly sold a good set of four Maunsell buffers to the Society at a very reasonable price.

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As for 1994, the main aim is to get the loco re-wheeled as soon as possible. So, this winter, we hope to spend some time working on the axle boxes as well as working on the frames and painting the wheels when they return.

Finally we must thank Ray Bellingham for organising the project and undertaking the skilled work, and Keith Sturt and the workshop staff for their usual helpful support and advice. The Summer and Autumn saw a number of new faces joining the volunteer gang and so we need to thank Jon Elphick, Mike Frackiewicz, Peter Hazelden, Peter Jessop, Gavin Johnson, David Jones, George Nixon, Rodney Packham, Steve Pilcher, Adrian and Dave Pinkess, Paul Skinner, Chris Smeeth, Barry Smith and Ray Vistucis for their time and hard work. Apologies to anyone who has been left off the list. Also we must thank Paul Bryant for his welding work.

Steve Pilcher

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KING ARTHUR PROJECT - UPDATE

The latest news is that we have recently been able to purchase a nearly complete Dreadnought combined ejector and brake application valve for the cab from the Port Line Project as it was surplus to their needs. Some additional parts need to be acquired to make it fully functional, but it should be noted that to have a brand new one made would cost in the region of £4,000. This second hand but refurbished unit has cost less than £1,000. Any donations towards the cost will be very welcome. The quotation for the manufacture of the locomotive frames is expected shortly and will be detailed in the next News Letter. The delay has been caused by having to search for a company able to put the step or joggle into the frames after profiling. The company that made the tender side frames for "Sir Archibald Sinclair' and "257 Squadron" could only produce flat plates. It is unlikely that the assembly of the frames will be done at Sheffield Park as a large flat and empty area is necessary for the accurate lining up of all the cross members and especially the cylinder blocks prior to riveting. Contact is therefore being made with the A1 Steam Locomotive Trust who have to face the same situation in the construction of their A1 Pacific No. 60163.

The views expressed by Mr. Arthur Lambert in the Autumn 1993 News Sheet are very interesting as quite a lot of thought has been put into the name, number and livery of the proposed "King Arthur", as would be expected! Some of our volunteer work force are quite keen to build it as a replica of No. 453 "King Arthur" itself, in which case the cab roof has to be of the Urie pattern and the tender should be the Drummond "water cart" type with the outside wheels. This is unless we opt for a B.R. livery in which case an eight wheel bogie tender is appropriate.

However, others feel that we should build it as the 15th locomotive that was not completed due to the facts outlined by Mr. Lambert in his letter. The number would then be 807 with the cab roof retaining its current Maunsell profile as on No. 847. The tender would need to be to the same design as on 541 and 1618 i.e. the 3500 gallon version with six wheels. The old tender from the C Class may become available or we could purchase one of the remaining snow ploughs if and when they come up for disposal from B.R., as we have done for 1638 (or if we really want to get carried away, we could use the tender currently with 1618 when we convert it to a K Class!!).

Finally we have opened a separate account specifically for members wishing to donate to the King Arthur Project. This is to be known as the 830 Fund but it must be stressed that we do not wish to dilute contributions towards the restoration of 1638 as this needs to be finished in the shortest possible time. Money will only be spent on the King Arthur Project if desirable parts unexpectedly become available, such as the brake valve mentioned earlier, or if we consider that delaying purchase will cause problems in the future, such as with the frames where the decline in shipbuilding may make such items impossible to acquire in future.

David Jones

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MILEAGES OF OUR LOCOMOTIVES

Rodney Packham has been delving into the back numbers of "Bluebell News" to determine the mileages that our locomotives have run since the arrival of 1618 at Sheffield Park in 1977. It is pleasing to see that we have had at least one locomotive in action every year since then. In 1992 all three locomotives restored so far were used but unfortunately they could not appear in steam together as 541 was withdrawn from service shortly before 847 entered traffic.

The peak mileage so far was in 1992 when 1618 recorded 8,702. The second highest that year was 541's 4,745 followed by 35027 "Port Line" with 3,255. These figures show what a useful engine to the Bluebell Railway the U Class is. Our thanks to Rodney for taking the time to assemble the mileage figures and to Keith Sturt for making available the mileages for 1993.

MEMBERSHIP MATTERS

Subscriptions for 1994 are now due and we would respectfully ask all annual members to renew their subscriptions as soon as possible. We would also ask all members to ensure that we are kept up to date with any changes of address. Membership total stands at just under 350 which is a healthy position to be in, but if you can interest a friend or colleague and get them to join, then that would be a bonus for the Society,

Rodney Packham

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ANNIVERSARIES

As mentioned in the Autumn 1993 News Sheet, January 1994 is the 25th anniversary of 1618 emerging from Barry scrapyard. It has been pointed out that the date of January 25th. 1969 stated in the News Sheet is in error. In fact, the loco left the scrapyard on January 18th. and arrived at its new home at New Hythe in Kent on January 19th. Some reminiscences of those early days in the history of the Society appear below.

Also January is the 30th. anniversary of 847 being withdrawn from traffic in 1964.

THE EARLY YEARS - PART 1 - 25 YEARS ON (OR BACK)

Is it really 25 years since 1618 was rescued from the scrapyard at Barry? Well it is and so what are the memories? Going to Barry and looking at not just 31618 but at the three other U Class locomotives and also the solitary N Class 31874 has stayed in the memory.

1618 was eventually moved to a works siding at New Hythe near Maidstone in Kent. This proved to be a pretty bleak site out in the open with few facilities and this is perhaps the reason why we did not see as many volunteers as we would have liked.

Gradually we built up a team of regular working members including myself, Deryck Swetnam, David Stubbs and Brian King at weekends with Colin Edwards, Alan Newbie, Paul Sutton and Adrian Landi working in the evenings during the summer. We were also given help and advice by Dick Beckett, an ex Eastleigh apprentice, who still remains a member. Much was achieved on a very limited budget (we were still paying Mr. Woodham the outstanding amount that we owed) but eventually the owners of the site put pressure on us to move on and a new home for 1618 was found at Tenterden.

Although not an ideal site, Tenterden was chosen in an attempt to keep the working team together and complete the restoration work. Ray Bellingham and Norman James joined the society during our time at Tenterden. 1618 was steamed on several occasions and was able to move in the sidings and up the headshunt. However more rolling stock was being delivered to Tenterden and space was at a premium so the opportunity was taken to move to Sheffield Park. The rest is well known but it is pleasing to look back and see how we have developed from owning...

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...and struggling to restore one locomotive to our present position where we have restored three locomotives, are working on a fourth and have the prospect of the 830 project to look forward to. We are fortunate in that we still have a strong working team and it is pleasing to see that we now have some younger volunteers to help with the work.

Rodney Packham

THE EARLY YEARS - PART 2 RECOLLECTIONS OF NEW HYTHE AND TENTERDEN

I suppose that I was attracted to the Society because, during my early trainspotting days at Fratton, U's (mostly of the rebuilt 2-6-4T batch) were extremely common, carrying out mostly unremarkable passenger turns and other sundry duties. Pacifics at Fratton were very rare. In fact, in the two year period from the start of my trainspotting days to our departure to live in Malta, I can remember seeing only one Pacific there. King Arthurs were common with the odd Lord Nelson appearing from time to time but generally it was the workaday locomotives that I saw, such as Standard 4's, 5's, C2X's, K's, N's and U's. As steam was being phased out, it seemed that Pacifics were being preserved with little difficulty, but here was a group of people prepared to preserve an ordinary unremarkable work horse, so I joined.

At first, due to being a serving member of the Royal Navy, I was only able to take a passive part, watching progress from afar, but in late 1970 I was drafted to the R.N. School of Engineering at Gosport. Not long after, finding that I had vacant weekends, I decided to take the plunge and offer my services in the restoration of 1618. On the first available Saturday, I set off to Waterloo and then entered virgin territory by crossing the road into Waterloo SE station. If I remember correctly, I even bought a ticket for the wrong destination, but I was able to get off at the right station as I caught a glimpse of 1618's tender before it disappeared from sight behind a shed in Reed's yard. Standing by the ticket barrier was a guy of about my own age who introduced himself as Rodney Packham and we got on together really well. This was to be the start of a lasting friendship.

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My first job was to clean up and prime the reversing rod but, on the following Saturday, I brought some of my own tools along and I started on mechanical work which was my trade. Reed's yard was not a very good place for restoration. The only facility was a power point which was used by Rodney for his sanding machine and by me when drilling out the burnt-off studs on the firebox backplate.

At the end of each session, we would lock our equipment in the tender tool boxes and snap padlocks on them. The keys for these were lodged with the Security guards at Reed's Main Gate. We would sign them in and out almost as if we were Reed's employees and the men there were quite used to our doing this. However, it was just my luck to encounter one old duffer when it was my turn to return them. He was a real Corporal Jones type and didn't have a clue as to what was going on. He insisted on going through all the paperwork. With train home time getting closer, I started getting impatient and almost ended up shouting at him. I'm told that I do not suffer fools gladly.

Anything that needed more detailed work had to be taken away and restored elsewhere. I took some small parts away myself and either restored them or had new ones made where I worked. Being transferred to instructing in a class room soon brought an end to this, however.

There was no shelter at Reed's and so, if it rained, we used to huddle in the cab and swap yarns but I don't think that this happened too often. The yard was completely isolated from any shops so, if we wanted anything to eat or drink, we had to bring it with us. I used to make a flask of tea before I left Portsmouth and ration it out over the day. By the time I drank the last cup in the vicinity of Borough Market junction on the way home, it was stewed black and luke warm but I still drank it. I dubbed this concoction "Railway Tea".

With the movement of the tender to Tenterden, I went there to do one or two jobs on it before the locomotive joined it. This was much more civilised. There was a cafe near Rolvenden where lunch could be purchased. I remember they handed you a raffle ticket when you ordered a meal. Not so far to go, easier travel arrangements, no more "Railway Tea" and all sorts of facilities at hand.

Trafalgar Day 1972 was the last occasion when I caught the train from Waterloo platform C to Strood where I crossed the platform to the Maidstone West train. By the time Rodney and I arrived at New Hythe the locomotive was already on the low loader but it couldn't move off as the police escort hadn't turned up. The delay enabled us to get ahead of the lorry and eventually take photographs from an overbridge on the M2 motorway.

My new travel arrangements were to catch the train to Hove where Norman Denty would pick me up and then drive to Tenterden. Some months after the arrival of the locomotive at Tenterden, it occurred to me that the loco had not moved in that time and, as I have always advocated periodically moving parts which have been static to avoid seizing up, I decided to see what could be done. I knew that the K&ESR were going to do some shunting so I asked around and it was agreed that, if they had time, they would move 1618 along its siding just to...

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...give the wheels a few turns. They actually did better than that, coupling on their Norwegian Mogul (the first time the two Moguls had been together) and pulling 1618 on to the passing loop where it was stabled for a short time before being shunted back into the coal road again.

Soon after this, various other commitments including having to go to sea a gain, curtailed my visits to Tenterden but I was able to make a visit on September 26th. 1976 to see the Mogul in steam and to have a footplate ride. This made all those hours of crawling under the locomotive and getting filthy dirty, all those journeys changing at Strood for the Maidstone West branch and later Hove, and all those cups of hideous "Railway Tea", worthwhile.

Now, whenever I see 1618 on television, or in a book or magazine, or on a Bluebell Railway poster, I can say proudly "I helped to restore that locomotive".

Deryck Swetnam

TALKS

David Jones gave an interesting review of the history of the Society to the London Area Group of the Bluebell Railway Preservation Society on Tuesday November 9th. There was a good turnout for the meeting and his slides were well appreciated.

Rodney Packham and Steve Pilcher will be giving a similar talk to the Gravesend Railway Enthusiasts Society on Friday April 29th. 1994. The meeting is due to start at 8pm and will be held at St Paul's United Reformed Church Hall , Kings Drive, Singlewell Road Corner, Kings Farm, Gravesend. If any members wish to attend, could they contact Rodney Packham so that he can make arrangements with the organisers.

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LETTERS

Subjects dealt with in the letters received since the publication of the Autumn 1993 News Sheet have included anniversaries (Maunsell of course), future projects including the King Arthur Project and fund raising. On Maunsell anniversaries and fund raising, the following letter has been received from Mr. Tim Bridle of West Wickham, Kent.

Dear Mr.Hawkins,

The report in the Newsletter of the 25th anniversary of 1618 reminded me that 1994 will also be the 50th anniversary of Mr. Maunsell's death in November 1944. Although it may be twelve months away, I have no idea how much notice is required for a special function, may I suggest a 1618 and 847 double headed wine and dine special or perhaps members may have other ideas.

Whilst on the subject of notice for special events, at the A.G.M. it was said that , all things being well, 1638 would take approximately 3 to 4 years to complete i.e. 1997. Now it so happens that October 1997 is the 60th anniversary of Mr. Maunsell's retirement as CME of the Southern Railway.

Now again I have no idea how long things take to arrange so perhaps I could make a few suggestions to see what is feasible.

A special Maunsell weekend (or better still a month) comprising of:

• 1638 - newly restored and in steam
• 847 -in steam
• 1618 - static (boiler ticket expired?) but complete, ideally on shed with guided tours over and under
• 928 - hopefully in steam?
• 541 - hopefully in steam?

What chance these last two?

• 1874 - on loan (and rescued from its Thomas the Tank livery) from the Mid Hants Railway
• 850 - STAR ATTRACTION on loan from the NRM

The biggest collection of Maunsell locomotives on one line since......... since....... since the disposal sidings of the early sixties! Seriously though, what an event it could be, seven locomotives, six different classes, one designer. If this were combined with a massive advertising campaign to both the press and public, and on the back of it launch the "King Arthur Fund" I am sure it would be a huge success and go further to raising the £250,000 cost of the Arthur than piecemeal fund raising.

On the subject of future projects, Mr. Bill Pickup of Hove, Sussex has written to express his opposition to turning No. 830 into a "King Arthur". In his view, the only proper course is to restore it as an S15. He sees no problem with having a second S15 on the Railway. For the longer term future, Mr. Pickup suggests building a replica W Class 2-6-4T. Perhaps this will be the Society's sixth preservation project and possibly the biggest challenge of them all.

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Raising sufficient finance for our projects is an ever present problem which Mr. Nick Manton of Knockholt has addressed in his letter.

Sir,

May I suggest two solutions to the recurring problem of insufficient finance for Maunsell Society projects? Currently we have a small group of hands-on enthusiasts who perform miracles, supported by a larger group of "arm chair financiers" who provide much needed funds -(and write letters such as this!). I accept that there is a limit to the number of people who can be persuaded to roll up their sleeves and help on the practical side. However, I believe that there is a considerable additional source of finance which should be exploited.

Most members are happy to pay their subscriptions and possibly dig deeper in their pockets when an appeal is made, and this has formed the traditional method of fund raising. 1 and I strongly suspect, a good many others would dig very much deeper in return for a privilege which is denied to both non-members and the public and which is there for the asking, namely footplate rides.

Consider these points:

1) The Society owns the locos, hence zero cost.

2) Insurance indemnity forms already exist as I took a brake van trip on Bluebell circa 1982 with just such cover.

3) The financial remuneration is very considerable. Consider £40 per return trip (similar to London theatre ticket prices) with five journeys per day on a locomotive that is already in revenue earning service (i.e. coaled, watered and crewed), thus making £200 per day for the Society. If the membership is currently 340 and half take this exclusive opportunity to ride their engine, then

170 x 40 = £6,800

4) Most members would wish to ride each Maunsell engine after it re-enters service thus Providing continuous finance for subsequent restoration projects.

5) Ticket are prebooked, providing cash up front for the Society.

A further opportunity exists to run an "annual Maunsell -fest" one weekend evening during the Summer. With a Maunsell locomotive already in use during the day, each member could pay £7 per head to ride in an assortment of goods vehicles behind the loco. Then £3 per head to cover a one hour guided tour of Maunsell Society projects. This event would produce £10 per head (plus donations) from, say, 150 members thereby raising £1,500.

In conclusion, these solutions appear to have no obvious drawbacks with only very small costs for the Society in the form of issuing tickets. I consider this too good an opportunity to miss and have my cheque book at the ready to make a reservation.

Well that's £8,300 for a start. Now what's the next problem?

_______________________________________________________

BACK PAGE: S15 No. 847 on shed by the water column at Sheffield Park in April 1993.

Photo: Mike Frackiewicz

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