In this edition click to go further to:
Financial Matters or Restoration report or 1638 repair history or Maunsell coach restoration or the value of forward planning
| Ray Bellingham | Chairman and Chief Engineer |
c/o Sheffield Park Workshop, Bluebell Railway. |
| Rodney Packham | Membership Secretary |
132 Church Road, Swanscombe, Kent, DA10 OHP. |
| 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 | ||
EDITOR'S COMMENTDai Woodham died on September 12th at the age of 75. Members will not need reminding of recent Newsletters in which the early days of the Society were described. In those articles, the name of Woodham was prominent and rightly so. Our Society must be unique in the British preservation scene in that all five locomotives (three owned and two in custodianship), in which we have an interest, came from the famous scrap yard at Barry docks over which Dai Woodham presided. The preservation scene of the late 1960s was very different from that of today. Those people who struggled so valiantly and so successfully to save 1618 did not find fund raising an easy task, but Dai Woodham allowed the locomotive to leave Barry for the south east of England before the full purchase price had been paid. With his agreement, payment was completed in a series of instalments and for this we must be very grateful for without his patience and tolerance, the purchase of the locomotive would have been much more difficult. Dai Woodham chose to concentrate on dismantling mineral wagons leaving most of the locomotives which he had bought for scrap for another day. This stay of execution allowed other Maunsell types, additional to the U class, to be saved both by our Society and other groups around the country. It is a sobering thought that, if Dai Woodham had cut up his locomotives as quickly as the owners of other scrap yards cut up theirs, not only would the U class be extinct but classes N, Q and S15 as well. So, when you watch a splendidly restored Maunsell locomotive steaming along on the Bluebell Railway, remember not only the hard work that went into its restoration but also the man that made it all possible. IAN HAWKINS |
Page 2
Those members who have visited the Bluebell Railway recently will be aware that 1618 has been withdrawn from traffic. A close inspection in the Summer revealed that various repairs to the boiler and firebox had become essential and the locomotive was no longer fit for traffic. It has put in very good service since its last overhaul some eight years ago and now requires a thorough overhaul. It is hoped that this useful engine will not have to wait too long in the queue to go into the works.
In contrast to the news of 1618, it is pleasing to report that 847 has performed well throughout the year and that, as you will read elsewhere, the restoration of 1638 continues to make good progress. 847 was stopped, briefly, in August for attention to a broken spring and replacement of brake blocks. The locomotive is likely to be out of traffic for the Winter and some minor repairs may be undertaken. 847 continues to be a credit to the Society and it won the cleanest locomotive of the day award on the Bluebell's Giants of Steam day on October 23rd. despite strong competition from the newly outshopped 9F, from "Port Line" and the Q1. This was a well deserved tribute to its excellent finish.
Although we have not yet reached the stage of rewheehng 1638, nevertheless progress has been good. Good support from the membership has resulted in essential machining work being paid for and a surplus for future purchases. With your continuing support during 1995, the excellent rate of progress to date will be maintained.
Finally, I would like to wish you all an enjoyable Christmas and a successful New Year.
|
|
The footplate of
|
MEMBERSHIP MATTERSMembers are respectfully reminded that annual subscriptions 1995 will be due very shortly. Subscriptions were discussed at this year's AGM where it was noted that there had been no increase for at least two years. The meeting voted unanimously to increase the ordinary subscription to £8-00 and life membership to £80-00. You will find a membership renewal form this Newsletter and, if you are able to add a donation to your subscription, this will be grate- fully accepted. RODNEY PACKHAM |
Page 3
1994 has been a good year for Society's finances. As at the beginning of November, almost £6,000 had been raised and bills totalling £5,500 had been paid. At this date the Society held about £4,300 in its accounts but provision needs to be made for £1,700 of commitments for which we have not yet been billed. Thus, the Society has about £7,600 spare which can be held in reserve to allow for the purchase of forgings for the missing parts of the motion for 1638.
As ever, we are grateful for all donations received. Now that tangible progress is being made with the restoration of 1638, the donations box has been yielding good returns, with about £400 raised so far this year. A number of members have visited and been inspired by progress. One member left £100 with us and another sent a generous cheque for £600 for 1638! The main expenditure has been in respect of the machining of the wheel sets. We expect a final bill for about £1,000 in connection with the work at Swindon.
One useful development, which is under negotiation, is the possibility of some funding, via the Bluebell Railway, for work on the boiler. Bernard Wright's will included a very substantial legacy to the Bluebell Railway to assist with locomotive department projects. Bids have been invited for use of the funds and we hope that a significant sum will be agreed for 1638.
To conclude, I think that we have sufficient funds to enable the Society to pay for all the work up to and including the rewheeling of the chassis. We now need to press on and raise funds for the forgings. This could be in the region of another £4,000 on top of the £9,600 we already have. Can we therefore ask for prompt renewal of subscriptions. In addition, if you are able to give a donation, of whatever magnitude, this will be gratefully received.
In
very simple terms, the stages of restoration of a locomotive can be
identified as
1. Taking apart.
2. Repair/renewal of said parts.
3. Reassembly.
4. Getting the assembled parts working/finishing etc.
With 1638 we seem to be moving on quite nicely into stage 2. The needle guns come out much less frequently, if at all, these days, no doubt much to the relief of those societies that are our neighbours (indeed we have the cheek to complain about their noise!!). So, vital as stripping and cleaning is, the much more satisfying stage of "repair" has begun and, indeed, moves on apace.
Page 4
The final wheel set has been returned from Swindon having been machined and had the damaged connecting rod pin removed. Ray Bellingham has already attended to a replacement pin which, at the time of writing, stands in the works awaiting final preparation and fitting.
|
|
Adrian Pinkess and Steve Pilcher have been particularly active working in the drag box area. The drag box has been removed, and sections of it that were wasted have either been renewed or had replacement steel grafted in with some very skilful high quality welding (courtesy of Bluebell works). Paul Bryant has expertly replaced a large badly corroded area of the back frame stretcher in front of the drag box and another wasted area of a stretcher under the smokebox. |
| i |
A new right hand running plate has been fabricated and fitted to the frames and painting of the frames is now approximately 90% completed. The repair (or replacement when corrosion really is much too far advanced for a repair to be feasible) of various parts continues apace e.g. Peter Jessop has repaired the splashers, the ones by the firebox being particularly rotten, and is currently working on the four sets of steps. The cab is also becoming a focus of attention and has already had major parts grit blasted with surgery to follow! Undergoing reassembly is the drag box area as also are the panels behind the front buffer beam. George Nixon has dismantled the recently acquired buffers ready for overhaul. In addition to all this work on the chassis, progress is being made on other parts and fittings e.g. the safety valves are being machined.
As restoration of the various bits and pieces proceeds, our part of the yard is steadily becoming more cluttered and a reorganising session is on the cards. Up and coming jobs include needle gunning (here we go again!) and painting of the final wheel set so that it matches the other two sets, and the repair of the cab, grafting in new plates to replace rotted pieces.
It is anticipated that it will not be too long before axle box white metalling can take place, this being the largest obstacle to our aim of rewheeling the frames. This is always a major milestone in any locomotive restoration. 1638 has been off its wheels and on stands for about a year now. In that time, a lot of work, especially of the noisy and dirty kind, has been put in so that although rewheeling will not take place in 1994, it will do so in the not too distant future. We have seen one or two new faces among the working team. If you can spare some time, even irregularly now and again, come and join in and help bring that day forward - we will see you there!
Page 5
We are very grateful to Mr Peter Cupper for sending in details of repairs carried out on No.31638 in the 1950s and 1960s.
|
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|
|
31638 passing Pokesdown, 19/7/58 |
PHOTO: J.YOUNG |
Page 6
There is little progress to report on the King Arthur project but, following the obvious interest expressed at this year's AGM and in the letters pages of the Newsletter, it might be appropriate to bring members up to date with the latest position.
One or two working volunteers have started to clean up No.830 to prevent further deterioration, which is important in avoiding expensive replacement of plate in the future when restoration starts in earnest. We have still not received the promised written confirmation of the Bluebell Board's decision that No.830 can be restored as a complete locomotive rather than kept as a source of spares, so following criticism of the Trustee in question at the AGM, a strong letter has been sent to the Bluebell Chairman. This matter, which has been dragging on for over a year, is now expected to be agreed in the near future.
On the practical side, contact has been made with the A1 Steam Locomotive Trust which is building an LNER main line engine from scratch, and members are recommended to read the article in a recent issue of "Railway World" to see what is involved. Although we already have many of the parts needed for the King Arthur, we have to recognise that, at the moment, we do not have the people, organisation or the fund raising expertise for such a large project. This does not mean to say that we should not press on, as the Maunsell Locomotive Society has always been able to complete successfully its projects. The main thing is to make preparations for a start on construction in the future.
As outlined in previous articles, the CAD drawing for the frames is complete and can be used to profile the plates when appropriate. Rolling of the frame plates can be carried out by British Steel at Scunthorpe where those for the A1 were made earlier in the year, but we still have to locate a company which can create the "joggle" in the plates. Regarding the driving wheel sets, it was mentioned in a previous issue that the GWR King pattern is available to cast the six wheel centres, but as the spoke and rim cross sections are not correct for a King Arthur, it is better that a new pattern be made. There are several foundries that can cast these wheels including the one used for the new "Fenchurch" wheel set.
The key to this project is money, not only for the manufacture of the new parts mentioned above but to cover the major boiler repairs required. We should therefore be starting to formulate a fund raising scheme fairly soon so that, in a few years time, when No.1638 is in traffic, we can start construction of No.763 in earnest. Anyone interested in organising the fund raising should contact the directors.
The Society sales stand enjoyed quite a successful year gathering around £450 for the funds. Generous gifts of model railway items, books and tools have helped to swell the total and, of course, I am still collecting stamps. Gifts can be delivered to Sheffield Park c/o Ray Bellingham and I can be contacted at "Feldor", Grassy Lane, Sevenoaks, Kent TN13 1PL. My phone number is 01732 451487.
__________________________________________________________
Page 7
|
|
Pages 8&9
Members will probably have seen, in the Summer 1994 issue of Bluebell News, an article summarising the current state of the thirteen Maunsell carriages on the railway, only two of which are in service at the present time, Nos.1309 and 6575. However, one of the SECR 100 seaters, No.1098, has recently been overhauled and re-entered traffic on September 24th. resplendent in olive green Maunsell livery. Those of us present during that weekend could not fail to be impressed by the 4 coach train comprising Nos.1309, 6575, 1098 and the visiting 3554, which has now returned to the Keighley and Worth Valley Railway. A complete Maunsell train like this would certainly enhance the image of the Bluebell.
Believed to be completely coincidental, a meeting had been arranged in the "Bessemer Arms" at Sheffield Park for the Saturday evening to discuss a plan to restore the now unique Maunsell Kitchen Buffet Car No.7864. Mr. Hani Saleh, who rosters the volunteer buffet staff on the RMBS, is to be congratulated on taking on the leadership of this ambitious project which, together with the restoration work currently in hand on Corridor Brakes Nos.3687 and 6686, will provide a 5 coach set of Maunsell vehicles. Some members of our Society attended the meeting to offer support. Anyone who feels that they would like to help, either practically or financially, should contact Hani (at the address below).
Some tidying up of the vehicle is already under way, mainly in order to empty it of all the junk that has been stored since it was used as the first static buffet at Sheffield Park prior to the purpose built structure we have today. Not many of the original coach fittings survive but at least the bogies are in good condition, the axle boxes of which have recently been checked over and regreased. It should be made clear that this is an expensive and long term restoration project which will not start in earnest until sufficient funds are in place to start on the major structural repairs, the plan being to have this done away from the railway.
The Bluebell has a wealth of interesting and unique rolling stock. Hopefully, in the not too distant future, we will be able to savour the sight of Nos.541, 847, 1618 or 1638 hauling a complete rake of Maunsell carriages including this sole remaining Buffet Car, probably passing "Birch Grove" coming in the opposite direction with the Chesham set.
At the same time as the above article was received from David Jones, a letter was also received from Hani Saleh on the same subject. Part of his letter is as follows:
A working party has been set up with the intention of restoring No.7864 which is the only Southern Railway catering vehicle in existence. The coach dates from 1932 when it was constructed as a First Class Restaurant Kitchen Car. It was subsequently converted, in 1947, to a Kitchen Buffet Car with minimal seating and a 16ft. long bar. The restored vehicle is likely to be an adaptation of the 1947 design with increased seating capacity to improve its traffic potential.
The coach is in poor condition and is virtually a shell. It currently resides in the Ardingly siding at Horsted Keynes where a small band of volunteers have started restoration work. Initial funds are being secured but a great deal more money is urgently needed, plus extra volunteers. If you feel you can contribute in any way, please contact Hani Saleh at 10 Christchurch Park, Sutton, Surrey SM2 5TN.
Page 10
The locomotive has just been repainted in its late 1950s BR Every and made its first outing with a Victoria to Dover run on Sunday November 6th. On a pleasant sunny day, it made a splendid sight as it steamed through Kent
|
|
|
30777 at Stewarts Lane 4/11/94 |
PHOTO: STEVE PILCHER |
Members will hopefully have read in the Bluebell Railway's magazine that a "Queen Mary" 25 ton bogie brake van has been purchased. There are less than twenty remaining in BR service but they are still useful on engineer's trains etc. due to their high brake capacity and large end platforms. They are rarely put up for sale and it is believed that only one other is in preservation on the Keighley and Worth Valley Railway (ex Dinting).
The vehicle now preserved on Bluebell had lain out of use at Ipswich and, although it is in need of attention to its woodwork, various other societies had also put in bids. So, well done Bluebell Railway. Built at Ashford in 1936 to SR Diagram 1550 and order A867, the van was delivered to the railway on 22/7/94.
Bogie brake van at
|
|
|
Page 11
The Bluebell Railway is appealing for more volunteer staff for all departments. Several Maunsell Locomotive Society members help at Sheffield Park station. Come and join us for a pleasant day out. If you are interested, details may be obtained from Felix Cope (address and telephone number on page 7).
Following the description in the last Newsletter of the completion of the cladding work on "Camelot" and of the small ceremony which took place in the works at Sheffield Park when a cheque for £1,000 was handed over, a photograph has been received from Julian Heinemann, Newsletter Editor of 73082 Camelot Locomotive Society. Many of the Maunsell Locomotive Society's regular volunteers appear in the photograph. They are, from left to right Mike Frackiewicz, Peter Hazelden (just), Rodney Packham, Peter Jessop, Dave Pinkess, Steve Pilcher, Peter Gibbs (Chairman of 73082 Camelot Locomotive Society), Adrian Pinkess and Ray Vistucis.
|
|
Steve Pilcher
|
Some members have written in response to the question posed in my previous editorial as to what they would like to see in the Newsletter. Part of Mr. John Humphrey's letter is concerned with a proper title.
Dear Mr Hawkins,
.....I should first like to suggest the adoption of a proper title; I suggest "Maunsell Link". It may then be possible to think in terms of producing a few extra copies and having them on sale to the public in the Bluebell Railway's bookshop. That would hopefully attract some extra members to join the Society. The only thing is, though, that it would then be necessary to ensure that each issue is produced in magazine format rather than A4 letter format.
Page 12
Mr. Humphrey goes on to discuss possible future articles on Maunsell coaches and on Maunsell's early days in Ireland. He ends his letter as follows:
I wonder if consideration has been given to the possibility of an article about Maunsell's locomotive designs on the Great Southern and Western Railway. It would be interesting to read about the influence Maunsell had on later Irish locomotive practice, whether through his original GSWR designs or through the Maunsell Moguls supplied to Ireland in later years from Woolwich Arsenal. An article along these lines would probably have to be produced in cooperation with the Irish Railway Record Society and possibly also with the Railway Preservation Society of Ireland. (Does any member have a contact in either of these two groups? - Ed.)
We return to the future direction of the Society with a letter from Mr. Tony Wilkinson who has some novel ideas and uses as his starting point the cleaning of Maunsell coach No.6575 by the restoration team on Sunday October 30th.
That the cleaning of the Maunsell Brake, smoke damaged by a film company, was a success is beyond dispute. It was not simply that the money is to stay on the railway (that was good to hear) but that someone had produced a non blinkered approach to the weekly activities of a restoration team and that the process of the cleaning itself resulted in a considerable esprit de corps on the day. There is something in this for everyone. All we have to do is to be alert enough to identify these opportunities and maximise the benefit to the Society. Of course, in a similar way, opportunities can occur to the benefit of the railway in general.
In the early 1970s, under the Chairmanship of Terry Cole, the railway had a Long Term Plan policy and, to some extent, it still has. Nearly all of the objectives of this Plan, in spite of the fact that the Plan was often the butt of many jokes, were met. The statement of the policy ensured that members recognised, month by month and year by year, activities as being part and parcel of what is fashionably called "the big picture". Activities outside the Long Term Plan were rightly questioned.
The Bluebell Railway needs to examine and prioritise its objectives for the next twenty five years:- Are we going to Ardingly? Are we going to Newick and Chailey? When are we to get respectable washing facilities? The Horsted canopy, West Hoathly station and sidings etc. The list is considerable.
Likewise the Maunsell Locomotive Society needs long term objectives within and compatible with those of the railway to maintain morale, momentum, motivation and, last but not least, money supply. But who would have regarded carriage cleaning as an integral activity of the Society before October 1994? There is an argument that carriage cleaning takes members away from restoration. But is this true when the money supply, however temporarily, dries up?
So, what would a Maunsell Society Long Term Plan look like? The Society still has a nominal £10,000 owing to the railway for the restoration of 541 and presumably this will be met by use by the railway of the Society's locomotives over the next ten years.
Page 13
At the current rate of write off of this debt, there will still be a sum of approximately £2,000 owing at the end of 847's boiler ticket. By this time, the restoration of 1638 will already have exceeded the Society's current ability to fund raise. The other items requiring planning will be 1618, 541, 830 and other Maunsell items. This is a fairly predictable list but the Plan is dominated by the fact that the restoration of 1638, in a short time span, is not within the compass of the Society, financially, unless changes are made. If the railway needs the locomotive for traffic purposes then the rules, and hence the execution of the Plan, will change correspondingly. Any monies diverted into 830 will only delay the restoration of 1638.
So, where does that leave the "Arthur"? Answer - where it always was - nowhere. It is a vision for the future. In the next twenty five years, the Society will not be able to pay off its debts to the railway and produce frames, wheels and axles for an "Arthur". The nearest we would get is nameplates, cab and paint! Of course, 830 can be converted into an "Arthur" but not in the way that the Society has operated in the past. Other members have expressed this viewpoint in different ways, wondering how the restoration team can be kept together, but how do we resolve the dilemma facing us? The answer must be provided by the Long Term Plan.
In conclusion, here is one plan which could suggest a way forward:~
1 . Feasibility study listing all parts common between an S15 and an "Arthur" plus all the new parts for an S15 and all the new parts for an "Arthur" including costings and time scales.
2. Restoration of 830's boiler (in time for 847's boiler lift).
3. Building of new 6 wheel tender.
4. Manufacture of all common components.
5. Rebuilding of 830 as an S15.
6. Produce a new Long Term Plan including fund raising for the parts for the "Arthur".
7. Throw away the rusted cab and polish the "Sir Matt de Vielle Trafforde" nameplates.
FINALLY....At the end of another successful year for the Society, thanks are due to all those who have helped either financially or physically (or both) or in any other way. It is always difficult mentioning names in the Society's Newsletter because some may feel that their names should have been included but failed to appear. If you fall into this category then I can only apologise. Perhaps it will appear next time. Thanks are due also to all contributors, to Jon Elphick for the printing of leaflets, to John Ambler for the address labels and to Mike Coomber of Impressions Printing Technology, Sevenoaks, Kent, the printers of this Newsletter. |
Page 14
|
|
|
"Lord Nelson" and "Sir |
|
U1 31890 at
|
|
|
|
|
|
N 31821 on passenger train 20/7/57 - can anyone identify the location? |
|
REAR COVER: Q Class 541 at Sheffield Park |
PHOTO: MIKE FRACKIEWICZ |
Page 15
