In this edition click to go further to:
Financial Matters or Restoration report or A day on duty with 847 or Sir Lamiel and 847 double up
| Ray Bellingham | Chairman and Chief Engineer |
c/o Sheffield Park Workshop, Bluebell Railway. |
| Peter Jessop | Membership Secretary |
3 The Old Bakery, Sharpthorne, West Sussex RH19 4PQ |
| Mike Frackiewicz | Company Secretary |
23 Stratton Avenue, South Wallington SM6 9LJ. |
| Steve Pilcher | Treasurer | 312 Riverside Mansions, Garnet Street, Wapping, London, El 9SZ. |
| Ian Hawkins | Newsletter Editor |
18 Hazlemere Road Whitstable, Kent CT5 4AN. |
| General Members: | ||
| George Binns, Felix Cope,
David Jones, Adrian Pinkess, David Pinkess, and Barry Smith |
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TREASURER'S REPORTAt the time of writing this report (early November 1995), the Society had received, nearly £5,000 of income over the year which is a good result compared with last year when there were two exceptional incomes totalling £1.700 (sale of tender wheel sets and the last payment for work making the cladding for "Camelot") On the expenditure side, just over £2,000 has been spent on forgings and other materials used in the repair of 1638. At the end of October the Society had about £4,000 in the bank, but, of this total, £1,500 was ear-marked for machining the axle boxes and for work on the driving wheel crank pin, leaving about £2,500 spare. The Bluebell Railway were bequeathed a very significant amount of money from Bernard Wright's will to be used for projects connected with the railway and specifically the locomotives and workshops. Some of it has already been allocated to the extension of the gantry crane system. It has been intimated that some of the funds could be used to assist various loco projects, so Ray Bellingham has submitted a bid of £23,007 for work on 1638 to cover construction of the tender tank, supply of the missing motion and new tubes for the boiler. A decision on this bid is expected in the very near future. Although it is unlikely that the whole amount will be agreed to, it is hoped that a significant sum will be received. We would be very pleased to combine any possible funding obtained from the Bluebell with our own funds in order to make some important purchases next year. Any donations will be very helpful and gratefully received!! STEVE PILCHER |
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As many will know, it was announced at the A.G.M. that, after 25 years in the role, Rodney Packham was stepping down as Membership Secretary. So, having agreed to take over from Rodney, I took a look at the membership records that he had meticulously kept to assess the overall position.
I can report a "good news - bad news" situation. The good news is that we have a solid membership base of 304 members with life members twice as numerous as annual members. More good news is that we are a fairly loyal lot! Many of the annual members renew their membership year after year and, in doing so, aid the Society's cash flow. Indeed, when reminding forgetful members of their subscriptions, the number of lapsed members has remained comfortingly small.
The bad news? ... well, new members do trickle in but rather slowly. Recent railway press publicity should help to improve the situation. However, if you can persuade someone that it is good idea to support us then you can advise them that a warm welcome and grateful appreciation are assured. What about filling out a membership form for a good friend or a relative and using it as a Christmas present?
It is of course close to the end of the year and a membership renewal form is enclosed with this Newsletter. Why not copy it and pass it on to as many prospective new members as possible?
The
long hot Summer is now but a memory but during this time much useful work
was done... Working outside required covering oneself with sun factor 15
cream and some kind of head gear. It hardly feels like that now but these
are essential moves when the temperature passes 90 degrees and your boiler
suit is black. In fact, thanks to some needle gun work, everyone's boiler
suit was black! The needle gunning was on the underside of the front
stretcher.
A significant amount of skilled machining has been undertaken by Ray Bellingham, Fred Bailey and others to make fitted bolts and refit the leading driving axle horn guides which had been taken down when the loco was stripped down (as the axle would not come out). Also the under keeps have been refitted with new fitted bolts. Fred Bailey has also machined up a full set of horn faces and fitted bolts which are now being erected. Other work tackled during this time was varied. Barry Smith stripped, cleaned and rebuilt the buffers, whilst Steve Pilcher continued with cylinder cladding.
On the subject of rewheeling, the wheel set that was sent to Tursdale Engineering in Durham for the fitting of a new crank pin is still there. This is due to a transport arrangement worked out with the "Fenchurch" restoration group who have wheels there also. Our job is done and when theirs is also completed, our wheel set will be returned. Imminent return is anticipated ... which is helpful as we are looking to rewheel soon and our Mogul is still a 2-4-0! At the time of writing (early November), the return date was expected to be 23/11/95.
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Whilst we wait, however, we have not been idle. Fabrication of key parts of the drag box is well in hand and much of it is bolted together at key points pending the attention of the riveter. We are waiting until we have sufficient work to make it worthwhile, which should be very soon.
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One of 1638's axle box
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Much cleaning and preparation has taken place of individual items held in our container. More attention has been given to cleaning up and painting all of the inaccessible parts of the frames (under the smokebox saddle and running plate). By the time you read this, this work will have been completed.
The immediate objective is of course to rewheel the frames. To do this, requires white metalling the axle boxes and associated machining. Through the Summer though, the pressure to complete "Camelot" has meant that the workshop has not had anyone available to carry this out. Now "Camelot" is complete, the situation should be much easier and progress in this area should be possible.
Since the last report a number of forgings have been purchased - namely 2 return cranks, 2 radius rods and 6 spring hangers which have cost about £1,500 in total.
If you can spare some time, drop by any Sunday for a satisfying day getting your hands mucky!
LATE RESTORATION NEWS: Work on the boiler has started in earnest with many tubes being removed.
Why is there an extra
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Following the discovery that Swindon were not able to press in the new crank pin to the driving wheel set when they had all three sets there for turning, the Society was faced with the problem of finding a company or works with a suitable hydraulic press of at least 90 tons capacity to carry out the task. Eventually, after much searching, Ray Bellingham and Keith Sturt, with the help of the LNER Al Locomotive Project, located Tursdale Engineering near Bowburn, just off the Al(M) in County Durham, who had a 150 ton press plus experience in assembling wheels on to axles.
They were previously part of the National Coal Board but now operate as a private concern able to carry out contract work for anyone including the coal companies. In addition to the 150 ton press, they have an impressive array of large lathes, boring machines and milling machines in a large airy factory complete with overhead cranes. The 150 ton press was originally located at Ashington to serve the once extensive coalfields north of Newcastle upon Tyne but, with the decline of the industry, all heavy maintenance has been centralised in County Durham.
Tursdale Engineering's
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Ray Bellingham visited Tursdale Engineering in April to discuss the fitting of the crank pin and also the assembly of the new wheel centres for "Fenchurch" on to the newly machined axle. Having decided that Tursdale were able to carry out the task, a quotation was requested and accepted after which arrangements were put in hand to transport all the parts by low loader. Arrival at the works in County Durham was on May 17th.
Although we had hoped for a quick turn round, the need to have two new tyres manufactured for "Fenchurch" has delayed their return. This delay has not really presented any major problem as the axle boxes for 1638 are not yet ready for the rewheeling to take place.
Thanks are expressed to Bob Jones of Tursdale Engineering for permission to take the accompanying photograph.
While standing between the frames of 1638, hammer in hand, there was a voice from above:
"I see we're rostered together in a couple of weeks time".
"Great, what loco have we got?".
"Don't know, we'll have a look on the loco roster".
Thus Adrian Pinkess and I wandered over to the loco lobby to find out. A pleasant surprise, it was 847, a Maunsell Society crew for a Maunsell engine. Well, almost, the driver was due to be Ian Wright, who is a great Maunsell fan!
Two weeks later I arrived at Sheffield Park at about 7.00 a.m. to find Adrian had beaten me to it, and was checking over the loco. I told him to carry on and light up and I would make the tea. Ian was not far behind me, and with his approval, I helped oil round and get 847 ready for the day's work.
It was a lovely morning, and getting quite warm as we came off shed to run round onto our train. I asked Adrian if he would like to fire the first trip (was there any need to ask?) and a fine job he made of it too.
I will describe in more detail the firing of the second trip. This was the only one I fired on the day as I was allowed to drive the third trip, under supervision, of course.
We are standing at the head of our train of 5 coaches in platform 1 at Sheffield Park with ten minutes until departure time, the fire is even and not too thick, and well burnt through, with about 3/4 of a glass of water. It is time to put a round of coal over the fire and get a nice bed of fire well alight. This brings the pressure up towards the red line, so we work the injectors 1/4 turn on the water valve and right on with the steam valve, fine tune the water valve until you get that distinctive noise of the injector working properly. Five minutes to go, build up the fire around the back corners and under the door, off with the injector; only a couple of minutes now, another round, adjust the dampers, a little more water in the boiler, look out for the guard's flag, injector off - a whistle - the flag and away we go.
Now if we have got the fire right, the pressure will knock back slightly, but should then hold, hopefully just below the red mark, which is where we will aim to keep it for, the rest of the trip. Past the first set of signals, up towards Ketches Halt, look in the fire, a few bright spots appearing, fire to these, close the door, look at the chimney, dark exhaust. Good, she's going well.
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Up Freshfield Bank, another round, Ian's getting going now.
The fire hole door flips open from the top with a ratchet on the handle and won't always stay open on its own, as vibration will tend to close it, usually at the wrong moment. It will sometimes stick in the closed position as well - not the best of designs!
With periodic rounds of coal and bursts with the injector, which works well, we reach Horsted Keynes without any problems. By the way, if you ever want to use the blower, you virtually have to climb over the driver to get at it, as it is tucked away in front of the reverser.
By this time, after a couple of trips, coal has to be brought forward as self trimming tenders, do not always live up to that claim. 847 is reasonably economical on coal and compares favourably with the other large locos on the railway such as the 9F and "Port Line".
I need to build up the fire and fill the boiler ready for the two miles of 1 in 75 up to West Hoathly. The whistle goes, Adrian jumps down from the tender, I stop firing, close the doors and away we go.
Ian has got the regulator in full 1st valve and 847 starts to make a fine noise until Ian starts to wind the reverser back. We need a good hot fire now because on the climb we will have the injectors working for most of the time or we will be in trouble when the engine breasts the summit and dips downhill (watch the water disappear in the gauge glass when the regulator is closed). This part of the line up to the tunnel is my favourite, the engine is working hard steaming against the injector. Ian has got her into 2nd valve and we fly into the tunnel, whistle blowing. By now, you've finished your firing and you hope it's enough (open the door just enough so that with the light from the fire you can keep an eye on the pressure gauge).
Once out of the tunnel and over New Coombe Bridge, it's all down hill to Kingscote, a chance to admire the view and think about keeping the engine from blowing off in Kingscote station. The residents do not like it. Round the curve at the bottom of the bank and Kingscote comes into view, a lovely sight; 847 has behaved impeccably, now we go back and do it all again.
I did mention earlier that I had driven 847. A few observations on this, from my limited experience, may be of interest. 847 is not particularly impressive in 1st valve, but as soon as you open her up into 2nd valve you can feel the engine turn on the power.
The
reverser is a lot easier to operate than some later designs such as the
Standards (this is one up for Mr Maunsell). Shunting can be a bit awkward,
especially in reverse, as the regulator is pushed away from the driver to
open up. You need ten foot arms to do this and look out at the same time,
although Clive Groome once told me that the drivers would sit on their box
seat, look out to the rear for the guard and push the regulator open with
their feet!!
Disposal is easy as 847 has a rocking grate. This is usually done the next morning, so it's coal up, clean the smokebox, fill up the boiler and put some wood in the cab for lighting up. Then it's back to the lobby with happy black faces for a nice cup of tea.
Not the occasion described in the accompanying
article but |
PHOTO: MIKE FRACKIEWICZ |
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Pages 8&9
After the delays and disappointments surrounding the visit to the Bluebell Railway of "Sir Lamiel", the special members' evening train on Sunday August 27th was voted a resounding success.
The train was made up of ten carriages of Maunsell, Bulleid and Mk 1 stock plus the observation car, using the two service sets which had been coupled together at Horsted Keynes to form the 5.40 p.m. back to Sheffield Park. This was, hauled by the Q1 with No.847 on the rear which remained attached on arrival whilst No. C1 returned to the sheds.
About 350 members and friends of the Bluebell then boarded the train and No.30777 took its place as pilot to the S15 ready for a spirited run double headed to Kingscote, stopping at Horsted Keynes to pick up more volunteers mainly from Carriage and Wagon. Although the sun did not shine all the way, it is hoped that one or two of the pictures taken by the many lineside photographers will be made available to illustrate this note. It was certainly a unique occasion with two Maunsell 4-6-0s at the head of a Bluebell train for the first time.
Departure from Kingscote just before the curfew deadline of 7 p.m. (local authority regulations for Sunday running) saw the special return to Horsted Keynes where a jazz band and a barbeque were waiting. The only problem of the evening then showed itself as the numbers expected were between 100 and 150, so the catering was hard pressed to cope with the 400 who rode on the train. This meant that some people were still queuing as the 9p.m. departure drew near, with the number of rolls, sausages, chicken legs and burgers becoming close to running out. The beer however seemed to be in no danger of running dry.
As the train arrived back at Sheffield Park, the evening was deemed to have been a great success and definitely a Maunsell occasion.
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The double header
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There is the possibility of a Maunsell 6 wheel or bogie tender chassis becoming available some time in the future. When this happens, we would like to be in a position to bid for it so, if you feel able to help the Society in this way, please send a donation to the Treasurer, Steve Pilcher, making out your cheque to the Maunsell Locomotive Society Ltd.
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As previewed in the Newsletter No. 31, "Sir Lamiel" visited the Bluebell in August and fine sight it made at the head of a rake of green liveried coaches. Our team of video recording volunteers have managed to obtain a few good shots which are incorporated into this year's video production.
Unfortunately, for a variety of reasons, the loco was not able to put in many runs on the line and is now at the Great Central Railway for the Winter season.
Most members will have a copy of "The Maunsell S15s" by the late Peter Cooper, who passed away in 1992, and will therefore have realised just how much research went into producing this very useful publication.
All of Peter's extensive notes, photographs and correspondence relating to the S15s plus information on other Maunsell designs especially relating to boiler and tender histories, have been kindly donated to our Society by Peter's widow, Mrs. Susan Cooper and were transferred over to us at the Bluebell Railway A.G.M. on May 13th. We hope to feature many of the photographs, especially those which could not be used in the book due to lack of space, in future issues of the Newsletter.
As Steve Pilcher pointed out in the obituary notice in Newsletter No. 27, Peter Cooper was a life member of the Maunsell Locomotive Society and a keen supporter. He had always been very helpful in passing on details about our locomotives whenever he came across something new, and was of particular assistance to the writer when "Southern Mogul", the booklet describing the story of No. 1618, was being compiled.
A letter of thanks has been forwarded to Mrs. Cooper on behalf of the members of the Society.
Under the heading "Maunsell Society Set To Make It Four", Peter Jessop managed to get a useful little plug for the Society in September's edition of "Steam Classic". There was also a well illustrated article on the Maunsell Moguls in general including case histories of those that are preserved.
Felix Cope organised another stand at the Bluebell Railway's Swapmeet in July and raised a very useful £160 for the Society. Unfortunately, he did not have a lot to sell this year, so any donations of railwayana etc. for next year will be gratefully received. Felix can be contacted at "Feldor", Grassy Lane, Sevenoaks, Kent. Our thanks go to all those who helped Felix with the operation of the stand.
A member, who did not leave his name, dropped off five full sacks of stamps at the railway in September. These are being sold on at the time of writing, so a big thank you to the anonymous donor! We are looking for someone to take over the co-ordination of the sale of stamps (any volunteers?) but in the mean time Steve Pilcher will act as the focus. Alternatively, stamps can be left with Ray Bellingham at Sheffield Park.
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The minutes of the A.G.M., which was held in July, are enclosed with this Newsletter. As you will have read elsewhere, Rodney Packham announced his retirement after 25 years as Membership Secretary. Rodney's help in running the affairs of the Society will be greatly missed but the good news is that, at the A.G.M., a willing replacement was found as Membership Secretary (Peter Jessop) and Rodney will continue to be seen at the Park working on 1638.
At the A.G.M. Jack Young mentioned that he was going to undertake the Bluebell BASH Group sponsored walk and that his wife Peggy would be very pleased to walk on behalf of the Maunsell Locomotive Society. Peggy has subsequently written to say "At the A.G.M. many of you were kind enough to sponsor me on behalf of the Maunsell Locomotive Society. I am happy to say that we had a lovely day for the walk although it was rather hot and some of the stiles were better suited to the young and sprightly but, all in all, we had a good deal of satisfaction at the end of it. I would like to thank everyone for their kind support." Indeed, we all thank jack and Peggy for their energy and initiative as a result of which the Society received a very useful £137.
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Currently the subject of a major overhaul at the
Mid Hants Railway, U Class 31625 is
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Mr. Arthur Ll. Lambert has written on the subject of changing the liveries of the Society's locomotives from time to time and also on the conversion of No. 830.
Dear Mr. Hawkins,
In the latest Newsletter, you invite comments from the membership, concerning small cast plates in the middle of the rear of the tenders, instead of the four figure large transfer numerals (a mistake you made in the original appearance of No.1618, though I don't know the present situation). Those were the only variations of his livery to be made on any of the locomotives in the Society's possession, except that No.E830 was originally painted in lined black, changed to green at first general repair.
I note in Mr. Frank White's letter mention of No.830 being converted into a replica of No.453 (HIMself surely!). I have not seen any previous reference to such a specific rebuild, as far as I am aware, but would recommend caution in doing this. The Urie cab and original smokebox door would not be difficult to reproduce, BUT, No. (E)453, during the Maunsell era and for almost the whole of its life (until 1957) was attached to a 4300 gallon inside bearing tender off the withdrawn Drummond G14 and P14 4-6-0s, which the "Eastleigh King Arthurs" replaced, and this would be much more difficult to build from scratch. The only one of this N15 batch to have a 5000 gallon tender with the turned out top was No.E449. This was the loco representing the S.R. at the Stockton & Darlington Centenary celebrations in 1925 and afterwards obtained its Drummond pattern tender from the sole P14 survivor (superheated and with 135 degree cranks) renumbered 0449. Better to reproduce a "Scotchmad' (Nos.763-792)!
In a long letter covering the contents of Newsletter No.31, Mr.Peter Cupper included the following
Locomotive 31759
The train shown would have been one of its last workings on the Eastern Section. Do we have records of duty No.478 and train No.360 for that year? A curious feature of the engine is that there is no sign of the bolts on the chimney indicating the fitting of the B.R. blastpipe (as mentioned by Don Bradley). Repainted 1/57, the locomotive probably never received the second B.R. emblem.
Train 9-coach set 455 formed 1957
"Special Traffic Set" to replace old S.E.&C.R. 9 coach non-corridor sets that were being withdrawn. Stopgap formation before Kent Coast electrification of 15/6/59. The picture appears to show set 455 in its formation up to 2/59:
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Compo 5666 was replaced by 656 (a former second converted to third) and as this was a restriction 1 vehicle and there does not appear to be a "complete run" of this type of stock between the wider restriction 4 brake 3rds in the photograph. I would put the picture at very early 1959. Although of the open 2nds (indicated thus (*)) were converted to departmental vehicles, this was one of the last opportunities to see a train with so many vehicles of this sort as electrification led to massive withdrawals. This fine photograph shows the curious feature of the "false doors" on the open 2nds with seven droplights but only three compartment doors. 1959 was a hot year and many of the droplights are down which may mean the photograph could have been taken later in the year, there having been a possible ad hoc reformation of set 455.
He has also found an omission from 31638's Repair Card published in Newsletter No.30.
Checking the "Railway Observer" locomotives arriving at Eastleigh, I have discovered that 31638 arrived at the works in the period 7/9/63 - 5/10/63. I have found omissions of entries from the official records such as this more frequent in the later period and one wonders just what work was done on the locomotive as it was withdrawn soon afterwards; also there is the question of its repairs at Guildford shed which were not completed. It seems there was a block withdrawal of expendable locomotives in the New Year.
Thanks are due to all contributors, to Jon Elphick for his help with sundry printing jobs (in particular the printing of the membership forms and A.G.M. report) and to our printers, Impressions Printing Technology of Sevenoaks, Kent.
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N15 30795 "Sir Dinadan" at Faversham
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Right hand motion of Z class 30956
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Back page: The speedometer fitted to
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