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The rods arrived back from Manchester on June 9th and the base of the tender tank for 1638 has been started.
MEMBERSHIP MATTERSSince nearly all the members have paid their 1999 subscriptions, the membership is around the 300 mark, more or less unchanged. I would like to thank all those members who sent in a donation with their subscriptions, so many are so generous that it makes a job like mine a great pleasure. Just a reminder that i will be proposing to increase the life mebership from the present £80 to £120 at the A.G.M. If you wish to consider changing your membership, time is running out! GEORGE BINNS |
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Enclosed with this Newsletter is a copy of the audited accounts for 1998. Income for the year was respectable at just over £6,200, a very positive result. Unfortunately, income from subscriptions and donations, with a total of £3,600, was £1,300 down on the previous year but the situation was redeemed by increased income from the donations box and from investment income.
Expenditure of £5,220 was modest - our restoration work on 1638's tender was labour intensive rather than materials based. We had also expected to be billed in 1998 for the machining of the motion forgings. Hence there were still significant cash balances at the year end.
As to 1999, the figures below largely speak for themselves. We have already received income in excess of £7,000 and paid out over £30,000 in expenses. We are going to make a thumping loss this year! This is one of the reasons that we have sold the Halifax shares (for £2,300 as they reached the £8-50 per share target price agreed by the Directors at one of their meetings last year).
The sale of copies of John Chacksfield's biography of Richard Maunsell has proved lucrative with over £160 being raised as a result of this enterprise. And, as ever, we are grateful to the members who have continued to respond favourably to appeals for funds for 1638's tender tank.
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Although this still looks a healthy position, we have to bear in mind that we are about to embark on the construction of the tender tank and that we will need to pay for the brass bushes for the rods and associated machining work. Altogether this could quite easily absorb up to £10,000 but there is no point raising funds if we do not get on and spend the money.
Machined forgings for the locomotive's motion.
The main news as we go to press is that the work to machine the coupling and connecting rods, together with nine other motion parts, has been completed and that all were to be collected from Central engineering in North Manchester in May.
This is very gratifying news. It will be a pleasure to see the rods back on site. The whole job has taken a lot longer than anticipated but we were in no hurry. In fact, we received a good quote from Central Engineering on the basis that we would not be pressing for the work to be completed by a particular time. As it is, the job has cost just over £28,000 - and we had earned a good sum of money in interest at the bank while we waited for the job's completion. This is the most expensive job contracted out by the Society and the funding was possible only because of a generous bequest from one of our former members, Mr. Woods of Beckenham. Without his support, from his Will, the restoration of 1638 would be taking much longer.
Meanwhile good progress continues in other areas:
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Work will be starting soon on the tender tank. It is hoped to complete the tank this year and to erect some of the motion as well. In just a few weeks, Bluebell's contract welders made dramatic progress in making a new tank for the 01 tender. Sadly 1 doubt that we will be able to equal their speed but you never know.
As ever, we are grateful for the dedication of our volunteers, for Melvyn Frohnsdorff's work in driving forward the rebuild of 1638's tender and Ray Bellingham's behind the scenes work in organising the skilled machining in the Workshop. Last but not least, our thanks to the Workshop staff for all their support and advice.
847 OVERHAUL REPORTThis time around the report on 847's overhaul is necessarily brief, not because nothing has been going on but because patch screw replacement has taken a lot longer than anticipated. Adrian Pinkess and his helpers have completed all their work on patch screws in a horizontal position in the firebox and are now working down the sides. To date, 131 patch screws have been replaced with about another 45 still to do while the boiler is still in the frames. It is recognised that there are others which need replacing but it will be much easier to work on these once the boiler has been removed. No promises when boiler removal might take place but there have been hints that it could happen once work on the current Workshop projects of the 01, "Blackmore Vale" and the Dukedog have been completed, so watch this space.
Over forty orders were received for John Chacksfield's biography of Richard Maunsell and I had to re-order further copies several times. It was the first time for many years that the Society had undertaken such a sales activity. I tried to get orders back to people within ten days - in practice it was often much sooner. It does make a good read, so if you would like a copy, please send a cheque for £11-95, made out to the Maunsell Locomotive Society Ltd., and send to my address as listed inside the front cover.
As with all books of this type, not everybody agrees with all that has been written. If any member is interested in reading about some of the quibbles which have been raised, please write to me for details.
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It is interesting to find that the mix of personnel Maunsell chose way back in 1914 differed as much as personalities, as they did in the talents for which they were chosen. George Pearson was as chalk is to cheese, to both Clayton and Holcroft, though he was equal to them,.. no, out ranked them as Assistant Mechanical Engineer. Whilst the former were extrovert, or at least people who enjoyed centre stage, Pearson was a quiet chap, modest and reserved. He was an OBE for example but certainly did not make a fuss of it, and it is only occasionally recorded in notes about him in "Southern Gazette" and similar periodicals of the time. You wouldn't have had that from the others!
So who had Maunsell chosen as his No.2? Pearson had the railways in his blood. His father was an important engineer on the Bristol and Exeter, even before it became the Great Western. No surprises then that he was taken on by the Great Western as a premium apprentice in 1892. Unusually, but indicative of his abilities, he attended a 2 year course in the Engineering Dept of the University College London. His abilities must have been recognised for the list of jobs he had as he climbed through the ranks is diverse, but each a clear step on from the last. Drawing office, Inspector of Materials, to junior Assistant Manager in the Loco Works culminating in Chief Assistant Manager of the Carriage and Wagon works at Swindon.
Apart from his exceptional talents, he was
clearly a man with integrity. Maunsell trusted him absolutely implicitly on all
matters, and repeatedly sought him on technical matters. It was at this point
in his Great Western career that Maunsell "poached" him for the SE&CR, in
1914. Why did the Great Western let him go? Well we can surmise. A chap with
these abilities clearly belongs at the top. He was however not a
self-publicist, or overtly ambitious and had no designs on the CME job. His
talent had pushed him along as it were. To be top man, you have to have a
little showmanship. This was definitely not for Pearson. He came into the
Maunsell team as G H Pearson -Assistant Mechanical Ashford manager for the
SE&CR., and Engineer and Works Manager, assistant to Maunsell, the right
hand man to Ashford, 7923-7938 the "main" man so to speak.
He excelled, and ran a well-organised Great Western flavoured show at Ashford, just what was needed in fact. Like so many of his contemporaries, he gained his OBE for war time work, with the SECR being at the "sharp" end of War Department demands, an Ashford in top effective order was essential and he was rewarded for such.
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Although clearly not a socialiser, he was noted for his fairness with his staff and would stand his ground when necessary. The "to do" with Clayton is probably the best example of this, with Clayton giving instructions to the Ashford engineers over the head of Pearson, in a fit of enthusiasm. The resulting dispute had to be sorted out by Maunsell himself!
On amalgamation, Maunsell moved up to Waterloo, which left Pearson to run the show entirely at Ashford, as well as his duties as assistant CME. An interesting description of Pearson is to be found in Eric Forge's account. He says "Pearson was a quiet and unassuming man ... and probably the most gifted engineer on the system. People came from all over the SR to seek his advice from time to time. In appearance he was very tall, and Im sure his ghost will forgive me for saying that he was ugly! He had very fine brown eyes that made you forget his looks. He would stroll through Ashford Works, apparently seeing nothing but in fact noting everything, and was remarkable for the length of his stride" You can decide if he was ugly or not, but he did marry! I'm afraid offspring are not known to me. If you know, tell me please!
And so things carried on through the Southern era as they had in that of the SECR; efficient organisation and pursuit of quality. When, during 1934/5 Maunsell's health forced an absence from work, it was Pearson who had to stand in as second in charge. This was definitely not to Pearson's taste. Addressing the board of directors must have been his idea of hell! It was no surprise, and probably to his relief, when the post of acting CME was temporarily created for Clayton to take over during Maunsell's second enforced absence through ill health.
It was Pearson who led the events on the occasion of Maunsell's retirement in 1937. He gave a speech outlining Maunsell's achievements and probably found this a comfortable task. Pearson was enthusiastic about his work and wrote several authoritative pieces on a range of railway engineering issues, and addressed audiences on the same. To address Maunsell and his colleagues of 24 years standing I'm sure would have been a pleasure. It must have been, for in reply Maunsell commented that he had never heard his assistant CME have so much to say! And he thanked him for the kind comments especially as he knew Pearson would "never say anything he didn't mean".
It was not long before Maunsell was able to have the pleasure in returning the compliment when he spoke at Pearson's retirement "do" on the 15th April 1938. Pearson volunteered for retirement. This is understandable in view of the ending of the Maunsell era. I wouldn't want to offend Bulleid enthusiasts, but I can image Pearson's thoughts upon meeting the SR's Mr Showman himself!!
So, those are the big names of the Maunsell team. In my final look, I'll take in some of the important supporting characters, such as Hooley, Finlayson and Hicks. Each had an important and visible input to the Maunsell team but each very different about how they did it!
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Twentytwo years ago, in May 1977, Newsletter 28 of the Southern Mogul,Preservation Society (owners of U Class No.1618) announced somewhat breathlessly that the locomotive had moved from Tenterden to a new home on the Bluebell Railway. The movement had been arranged at short notice to take advantage of the movement of other items of rolling stock (the Q1 and a tender formerly used( with C Class locomotives) to the Bluebell. Members of the Society received an apology, for not being notified of the arrangements but final details were concluded only four days before the actual move.
The main reason for moving was that there was no chance of 1618's position a Tenterden being improved. In fact, with the prospect of more rolling stock being delivered to the Tenterden Railway, the locomotive was likely to be even more hemmed in so that its occasional trips between station limits would become even more difficult. Also the time was fast approaching when the axle boxes on both locomotive and tender would require some attention. This would require lifting something not possible at Tenterden.
The following Newsletter contained the pleasing news that No.1618 had hauled its first passenger carrying train on July 6th. and had worked right through to July, 10th. Trains of up to five coaches had been handled with ease and moreover with economy. All in all, a good morale booster for the Society.
N Class
During December we heard that the sole surviving Maunsell N Class No.31874 based on the Mid Hants Railway, was for sale. Following discussions with John Bunch, the Locomotive Superintendent of the Mid Hants, an offer was made based on what we considered the locomotive was worth, bearing in mind that it is not in working order and needing substantial repairs. In the event, the Mid Hants has decided to keep the locomotive following a complete change of management which it is hoped, will put the railway on a better financial footing.
Currently 31874 is in "James" livery and is in the shed at Ropley. If the purchase had been successful, it would have been financed privately and would not have affected scarce Society funds.
"Lord Nelson"
Just too late for inclusion in the last Newsletter came news of a major milestone in the restoration of the National Railway Museum's locomotive "Lord Nelson". Since the locomotive's arrival at Eastleigh, the Eastleigh Railway Preservation Society have put in a considerable amount of effort which culminated, on 22/11/98, in the boiler being lifted from the frames. The boiler was placed directly on a low loader and later that day, it was transported to the works of R Pridham in the West Country. A the same time as the boiler lift, the opportunity was taken to remove the ash pan from the frames. It will be used to form templates for a replacement.
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Removal of the boiler has enabled work to commence on the two inside cylinders but the main emphasis in recent months has been on the tender, both chassis and tank. Tender platework has received some remedial attention and, after a day "jacking and packing", both bogies were rolled out from beneath the tender body thereby giving access to the underside. Since then a lot of needle gunning of newly accessible surfaces has taken place but there is plenty more in prospect!!
S15 No.828
It is understood that this locomotive will remain at the Swanage Railway for another Summer season.
This year's AGM will take place on July 25th. starting at 10 a.m. It is expected that the classroom in the top car park will be available. This is your chance to have your say on Society matters, e.g. the proposed increase in Life Membership from £80 to £120, or just to keep yourself informed on the latest progress of current projects. Please come along. We look forward to seeing you there.
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Once again the Society has booked a place at Bluebell's Swapmeet (on the weekend of July 17th. and 18th.) and, once again, we are grateful to Paul Skinner for agreeing to take charge of our fundraising efforts for that weekend. If you are interested in donating any railwayana, please contact Paul on 01903 813537. Alternatively items may be left with the Sunday working group at Sheffield Park. As in previous years Paul is willing to sell items on a 10% commission basis. If this method of helping the Society as well as helping yourself is what you would prefer, please contact Paul who will be pleased to hear from you.
As stated in the last Newsletter, books and magazines are not good sellers and are heavy to carry about, so please don't be offended if we do not accept such items. Please have q look through your surplus railwayana and get in contact with Paul or any member of the Sunday working group.
Asteady demand for talks about our Society continues to be received from various railway and historical organisations. Recently, on March 26th., I presented "From Scrap to Steam" to the Bracknell Railway Society at their premises in the Pinewood Leisure Centre. Interestingly, this request came about as a result of a visit by their Entertainment Officer, Ron Vale, to our website.
The next scheduled presentations of this talk are to the TWERPS (Tunbridge Wells and Eridge Railway Preservation Society) on June 24th. at their regular venue, the Junction Inn, Station Road, Groombridge commencing at 7.30 p.m. and then to the Southern Electric Group on July 12th. at the Southwick Community Centre, Southwick Street, Southwick (near Hove) again commencing at 7.30 p.m. Any members who would like to attend will be quite welcome as there is no restriction on numbers. Hope to see one or two of you on June 24th. or July 12th.
The upper photograph (overleaf) is from the Merchant Navy Locomotive Preservation Society series and shows L1 No.31789 (the last of the class to be built) in steam at Bricklayers Arms, its home shed. The locomotive is still in SR green and carries "BRITISH RAILWAYS" on its tender.
The lower photograph, from the Paul Skinner collection, shows U1 No.31899 at Brighton shed. While the U1 shows more obviously the new nationalised ownership, in fact both photographs were taken in the same year, 1952, the L1 in January and the U1 in July of that year.
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After reading articles in some parts of the railway press, members may have been led to believe that the Society is about to sell our other S15. To put the record straight, the EssexLocomotive Society (owners of S15 No.841 now being restored to main line running condition on the North Yorks Moors Railway) made an initial approach about 830, following which they made an inspection of the locomotive in the presence of Ray Bellingham.
At the time of going to press, no offer had been received from the Essex Locomotive Society. Naturally, if an offer is received, the matter will be discussed by all the Directors to decide on the best course of action.
Building work has started in the top car park on the site of the new storage shed for parts from locomotives as they are being stripped down. This will allow items such as boiler cladding to be stored under cover during a locomotive's overhaul. No doubt bits of various Maunsell locomotives may well wander in there in due course.
Two of our locomotives reach milestones this year. It is 60 years since our Q Class No. 541 was built and 30 years since U Class No.1618 was saved from Barry scrap yard.
Thanks are due to all contributors and to our printers, Impressions Printing Technology of Sevenoaks, Kent.
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