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Front Cover:An almost timeless scene at Clapham Junction - 1960s or 1990s? - it's only the cleanliness of the Mid Hants based locomotive that gives the game away as U Class 37625 works a main line special to the West Country on 7319197. MIKEFRACKIEWICZ

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TREASURER'S REPORT

Enclosed with this Newsletter is a copy of the 1997 audited accounts. Income for the year was a very healthy figure of nearly £7,000, one of the best ever results from our own fund raising activities. The high expenditure of over £12,000 is a reflection of the effort that has been put into the restoration of 1638. We all know money does not grow on trees and locomotive restoration is a matter of pressing on and spending money, where necessary, and wisely. Hopefully we've got matters right recently.

Members have continued to respond favourably to our appeal for funds for 1638's tender tank. This has contributed to the following position thus far in 1998:-

Although this looks an extremely healthy position, we have to bear in mind the following expenditure planned for the rest of the year:-

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So by the end of the year I expect our reserves to have dropped considerably. In order to have funds available for the following year for our projects, I am therefore still very keen to press on with fund raising in order to build up a reserve again. So any further donations for the tender tank fund will still be gratefully received.

David Pinkess continues to organise the collection of aluminium cans for re-cycling and has raised a useful £98 already this year. Please consider supporting him in his endeavours; you can leave all suitable cans (in bags please) alongside our container in the main car park at the Bluebell Railway.

Halifax Bank shares. At a recent meeting of the Directors it was agreed we would sell them if the price reached £8.50 per share. They are currently just under £8.00 per share and the Society holds 268. If they have reached £8.50 per share at the time of the AGM we would be willing to let a member buy them if he/she wanted to - it could result in lower charges for the Society. If you are interested please come along to the AGM or contact me. If more than one member is interested we may would need to draw lots.

Old coins. If you have any old 5p, 10p, 50p, old shillings and two shillings we can exchange these for modern small money. Please leave them in the collecting box at Sheffield Park.

Used stamps. I am still collecting these for the Society; we obtained a useful £25 last year but large numbers are required. Please leave them with the volunteers on a Sunday.

STEVE PILCHER

MEMBERSHIP MATTERS

The number of Annual Members at the end of April was 101, nearly all of whom have paid their subscriptions for 1998 (and added donations as well, for which many thanks). If you are one of the few still to pay I would be very happy to hear from you!

We also have 197 Life Members many of whom are very generous with donations through the year and we are very grateful to you for these.

GEORGE BINNS

1638 RESTORATION REPORT

Good news on various fronts for 1638 as we go to press:-

Forgings for the locomotive's motion.

Central Engineering, up in north Manchester, have started work on the six coupling and connecting rods. In addition, Paul Skinner has produced drawings for the nine smaller motion forgings and we have received a second quote for these of just under £9,000.

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This will bring the total machining cost to just under £28,000. We are about to accept this second quote which will result in a collection date of late July. Ray Bellingham is also setting up arrangements to produce the bronze bushes and have these machined.

A connecting rod being machined at Central Engineering, Radcliffe, Manchester.

DAVID JONES

Tender chassis

Drag box:Despite a somewhat damp Spring, Melvyn Frohnsdorff and the volunteer gang have romped through the work on the front dragbox and, at the time of writing, it looked as if it should be completed in June. It is expected that re-wheeling will take place soon after as the space is required to dismantle other locomotives.

Steps. New front steps have been fabricated and should be in place by the time you read this.

Side valances. Suitable section angle has been cut to length and put up on the sides. Peter Jessop, the former Membership Secretary, appeared for a quick working weekend from Switzerland and was spotted whizzing around with grinders and welding gear adding all sorts of fancy curved bits on the ends.

Brake gear.Paul Thorp oversaw the somewhat tedious task of overhauling and straightening out various bent parts of the brake rigging and getting them back up in place. He is about to start a short overhaul of the brake cylinder, with help from Ray Bellingham.

Cab doors. David Jones has made a new set of cab doors which are ready to go up.

Tender tank. Until the chassis is re-wheeled it is still a bit early to make firm predictions but Ray Bellingham is working up plans to have it made on site - with luck this Summer.

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Due to the position of the tender chassis in the yard, it's not always easy to take photographs Which show clearly the current state of progress. However this recent photograph by

STEVE PILCHER

looking towards the front of the chassis, gives an indication of the large amount of work involved in the fabrication of the new dragbox

Since we will be paying out big sums on the machining of the rods - we are still very keen to raise as much as we can to pay for the tender tank. We have collected over £3,000 so far - all further donations gratefully received. So if all goes well we might even be able to get the motion back and up on the locomotive and a tender tank made by the end of the year. Now that would be significant progress. Do come down to the AGM and see how we are getting on.

As ever we must thank Keith Sturt and the workshop staff for all their help and support. We are but one of a number of projects going on down at the Park and are very grateful for their time and advice. Also finally thanks to all the volunteers for coming down. We must welcome Frank Glue who has just joined us this year and made a big impact. On some days we have had over ten people on site on 1618 and 847, so unfortunately it is not always possible to mention everyone's individual contribution.

STEVE PILCHER

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"That's the way to do it" - Peter Hazelden stands by ready to assist as Adrian Pinkess cuts the end off a recently removed flue tube - April 1998.

MIKEFRACKIEWICZ

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847 OVERHAUL REPORT

One could be forgiven, after passing a cursory appearance of 847, very little has been achieved since Christmas. Nothing could be further from the truth. Since December, every weekend except one would find a hive of activity either in the smokebox or firebox. Perish the thought - five members chewing over the last week's events whilst crammed into the confines of the smokebox trying to remove the main steam pipes!!

So what have the Alternative Team been up to? December saw the removal of the blower ring, petticoat and left and right steam pipes. Although 847 had been in service for only five years since its restoration, it is remarkable how stubborn some of the bolts had become. On some occasions the application of heat was the only way to free the seized part.

January saw a start on the removal of the superheater elements. A great deal of physical effort, together with the occasional application of heat, was necessary to free the header nuts. Progress was such that by the end of February all the superheater elements had been removed and cut up. Any parts which could be re-used were put to one side, e.g. ball ends, and the rest put in the waste skip. Some of the elements showed a considerable build up of lime deposit resulting, in some cases, in a reduction in diameter of up to one third.

The first foray of the year into the firebox occurred in March. First, some boarding out of the floor, where the grate had formerly been, was necessary to provide a firm footing for what was to come. An air tool was used to chisel and collapse the firebox end of the superheater flues (thanks to Ray Vistucis for his extra muscle to accomplish this task). Work on the flues at the smokebox end also began and by April 6th. all 24 flues had been removed, cut up and deposited in the waste skip.

Attention then turned to the small tubes, all 167 of them. So, again back into the firebox to slot and collapse the small tubes away from the tube plate. My gas cutting technique started to improve by the time I got to tube No.167. This work took place over the Sundays of April 12th./19th. and May 3rd. What happened on Sunday April 26th. do I hear you ask? I had a weekend off at the Severn Valley Gala - just to see how the other half exist you understand.

What next? Well the next few weeks will see work on freeing the smokebox end of the small tubes so that they can be pulled out. Hopefully this will have been completed by the time you read these notes.

Other members of the team have removed the driver's and fireman's seats which are receiving attention as dampness has caused the timber to bow. In addition a start has been made on cleaning both tool boxes (driver's and fireman's) and the tender coalspace.

I must thank Keith Sturt, the Bluebell Workshop Manager, for his guidance and assistance when required. It is only because of his knowledge and support that the 847 crew have been able to progress this far.

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Obviously the more we can do, the more rapid a return to service can be achieved, once a slot has been obtained in the workshop. With the E4 expected to be outshopped by the time you read this, priorities for the Bluebell are "Stepney", "Blackmore Vale" and the Q. Yes, the Q has been earmarked to fill the requirement of a mid range economical engine for the mid week and Winter service trains. This would mean three Maunsell locomotives being worked on at the same time which must be another first. Hopefully the good rate of progress being maintained on 847 will help to convince the Bluebell's management that the locomotive deserves to be pushed up the list of those requiring workshop space. 1998 is proving to be another good year for the Society.

If ever you are at the Park on a Sunday, please make yourself known to the working team. We would be glad to show you at first hand what is being achieved. Looking forward to seeing you.

ADRIAN PINKESS

THE MAUNSELL TEAM - PART 4

JAMES CLAYTON

Remember the Ll that Triang used to make years ago?. Well it was also redressed as a Midland 2P How did they do that?... easy really, take a look at them are almost identical. Sure, the discerning eye will find a few differences, but nothing that a firm like Triang couldn't get away with. Whilst we are at it, compare the LMS 4F and the Maunsell Q, or the El 4-4-0 and the Midland "renewed" 483 class, the similarity of the rounded flares tender tank, the flat fronted cab, the driving wheel splashers, even the chimney, yes... the Maunsell pattern chimney. Uncanny that, isn't it?

These Midland similarities may seem a little odd at first, as when Maunsell put his team together in 1913/4, he drew heavily on the Great Western. He admired Churchward and knew a good thing when he saw it, so recruiting Pearson, Holcroft and Lynes for some of the plum jobs shouldn't be a surprise. What was a surprise was that, prior to Maunsell looking round to enhance his team, the Midland should bring in an outsider for their Chief Draughtsman position rather than promote from within. Maunsell could spot a winner and recruited him from the Midland to replace the retiring Surtees, who had been a stalwart in the Wainwright regime. It's possible that Surtees put in a good word to Maunsell as the man in question was a former junior draughtsman at the SECR, one James Clayton. It was an inspired choice. Maunsell soon trusted Clayton and came to depend on him in many key areas. He was the perfect counterbalance to the adventurous Holcroft (who was junior to him). Clayton was much more cautious, with his feet well and truly on the ground, wanting new ideas well checked out in advance, recognising the need for reliability of engines, and the need to make the most of sometimes meagre resources. Just the chap that Maunsell needed and just the chap the Southern needed, especially when the expanding electrification process meant budgets would be tight.

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Pages 10/11

What about the man himself then? Well let's not be bashful here, because Clayton certainly wouldn't be. It was James Clayton MBE, MIMechE. Cautious he may have been professionally, but he was no stick in the mud. He was enthusiastic and dedicated in his work. At Derby, they nicknamed him "swish" due to the pace that he worked through tasks. This enthusiasm even lead to conflict with Pearson on one occasion. Investigating design faults, he went into the workshops at Ashford. The foremen there were carried away by Clayton's energy and acted on suggested improvements without orders from the works manager. Pearson had authority over Ashford and the resulting "to-do" needed Maunsell himself to step in to sort it out! Clayton was certainly popular.

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There's no doubt that even Holcroft, with whom he had a fair share of disagreements, was fond of him. He was a highly respected man who frequently represented Maunsell on a wide range of committees and occasions. He was a dynamic person who loved the spotlight. On all the pictures I have seen of him, he always seems to occupy the central position! Certainly he was not afraid to speak. Hooley, leading draughtsman during the twenties, said "there's no show without punch!". Maunsell, in his retirement presentation speech, commented about his team members, and said of Clayton that he was the "silver tongued orator of the department". This was a man who had self confidence and presence. When Maunsell was ill in 1934, Pearson as assistant had to stand in, and be briefed for board meetings on all CME topics. Pearson was very uncomfortable in this role, and so must have been relieved when Sir Herbert Walker had Clayton take on the role, appointing him acting CME, a position he successfully held for some months until Maunsell's return.

In physique, Clayton was of average height and slight build, wiry being a common adjective. He had energy but as his career progressed he suffered more and more from arthritis. For a draughtsman this is definitely bad news, and the situation did not improve; in 1935 he was ill himself, and this definitely took the wind out of his sails. On one occasion, his health was so bad that it was touch and go as to whether he would make it. Nevertheless, when Bulleid arrived on the scene, Clayton was prepared to delay his retirement following Bulleid's pleas. He finally finished in October 1938, just a year after Maunsell. One can only guess at the atmosphere. in the department with both Maunsell and Clayton, both dynamic, strong characters, held back by ill health. With Pearson ready to retire as well there must have been a strong feeling of the end of an era approaching. Indeed it was. Clayton had worked under Maunsell's administration for some 23 years.

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There we must leave it until next time, when I'll take a look at what Clayton actually got up to and hopefully show why Maunsell rated him so highly.

PETER JESSOP

Q Class 30549 of Norwood Junction shed in 1958.

E CRAWFORTH

FROM THE ARCHIVES - WINTER 1977/78

So, what was the Society up to twenty or so years ago? Well, the Southern Mogul Preservation Society's Newsletter 30 for November/December 1977 announced some important changes as a result of the recently held AGM. It had been agreed to change the name to Maunsell Locomotive Society to reflect the widening aims of the Society. The main aim, which was unchanged, was to restore and maintain 1618 in working order but it was also intended to take an interest in the work of Mr. Maunsell and also the various Maunsell locomotives still extant. Elsewhere in the Newsletter, in the description of the work being carried out on 1618, there was an appeal for more volunteers (some things never change) to join the regular team of Ray Bellingham, Norman James and Rodney Packham, all of whom continue to support and advance the aims of the Society in their various ways in 1998.

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It's fair to say that those who voted, twenty years ago, for the name change to demonstrate the new aims of the Society have been proved right. Either as owners or as custodians, the Society has taken responsibility for returning to working order almost all the Maunsell locomotives based at Bluebell as well as continuing to take an interest in Maunsell locomotives further afield. Long may this continue.

BIG MOVES AT THE PARK

By late Summer our green container, in the top car park at Sheffield Park, will have moved to make way for a new grand storage shed. The Bluebell Railway have acquired a modern/large shed that will be erected roughly where our container is. It will offer vastly improved arrangements for storing various locomotive parts etc. and will enable the existing storage arrangements in various containers to be rationalised. There will thus be a big clear out and various moves around the site. Watch this space.

NEWS OF OTHER MAUNSELL LOCOMOTIVES

(not forgetting some close relatives)

On the Mid Hants Railway two of their three Moguls are serviceable. Main line ticketed U Class 31625 has generated considerable praise and admiration for some of its main line exploits but on the day of your scribe's visit to Ropley it was on more mundane duties sharing the two train service with BR Standard 5 73096. At the other extreme (some purists might say) N Class 31874 is still in the livery of "James the Red Engine", is serviceable and waiting for its next "Thomas the Tank Engine" weekend.

The third Mogul, U Class 31806, is out of service. No work is currently being carried out on the locomotive which is at Ropley. However, work is advancing on the tender as a chassis, originally with "Schools" Class No.939 "Leatherhead", is at Swindon for work to be carried out. A slab sided 4000 gallon tender tank is being built.

As for the close relatives, the two Urie S15s, 30506 is being used heavily at approximately 8,000 miles a year. If it can be spared from service then it is proposed to carry out a piston and valve examination later in the year. Tender axle boxes will also be looked at where it is anticipated that some remetalling will be necessary. The other Urie, No.499, is at Ian Riley Engineering, Bury where work is continuing on the rolling chassis (wheels, axle boxes etc.). In the longer term, there are plans to use the tender chassis from Maunsell S15 No.825 and have a Urie 1914 era tank built to go with it.

Elsewhere, 30777 "Sir Lamiel" was used extensively on the Great Central Railway throughout the Summer of 1997. The electronic speedometer was removed as it was insufficiently robust for everyday operation and was inaccurate. When the locomotive's ten year boiler certificate expires in mid June, the 5305 Locomotive Association, custodians of the locomotive on behalf of the National Railway Museum, are planning a rapid overhaul and return to service.

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No. 850 'Lord Nelson' was photographed on its arrival at Eastleigh on August 30th. last year.

ALAN GOSLING

A major part of the overhaul will be a boiler lift while other work planned will include the fitting of BR AWS, a through air pipe and a Smith's speedometer driven from the left hand trailing crank pin. This will enable "Sir Lamiel" to run at speeds up to 75 mph when on main line duties.

Understood from reading the recent Eastleigh Railway Preservation Society (ERPS) Newsletter that work has started on stripping down No.850 "Lord Nelson" with a view to lifting the boiler soon. The main work that is required affects the firebox. Total cost is estimated at £100,000 and the ERPS are proposing to apply to the Heritage Lottery Fund for assistance.

At the time of going to press S15 No.828 was due to spend a Summer holiday at the Swanage Railway until September. It is anticipated that it will see regular use on the line.

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By the time you read this Newsletter, Eastleigh's S15 will probably be working on the Swanage Railway but here, on 27/12/97, the locomotive is still on mainline duties and makes a fine sight at Stockton between Westbury and Salisbury on "The Solent and Sarum Wanderer".

MIKEFRACKIEWICZ

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ANNUAL GENERAL MEETING

The Society's AGM will take place on August 2nd. starting at 10 a.m. It is expected that the classroom in the top car park will be available. As mentioned elsewhere the subject of selling the Society's Halifax shares will be on the agenda as well as all the usual items. If you are interested in buying the Halifax shares from the Society, if you want to have your say on any Society matter or if you just want to be updated on the progress of current projects, please come along. We look forward to seeing you there.

SWAPMEET 1998

Once again the Society has booked a place at Bluebell's Swapmeet in July. Paul Skinner has agreed to take charge of our fundraising efforts for that weekend so, if you are interested in donating any railwayana, please contact Paul on 0l903 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 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.

DATES FOR YOUR DIARY - AN APOLOGY

Although information on the talks about the Society was accurate at the time of compiling the last newsletter, unfortunately things didn't work out as expected. First of all the delay in sending out the Newsletter meant that the " From Scrap to Steam" talk had passed by the time the members heard about it. The other talk entitled "Bluebell Review" was changed by the KESR Sussex Group to a month earlier than indicated so actually took place on March l0th. This was because the meeting for March was supposed to be a video show but the projector was unavailable. I was therefore asked if I could step in, as the meetings were to be swapped over. In the event, the April 7th. meeting was completely scrapped and replaced by another meeting on April 14th. about French Railways!

Quite a number of people attended the Westham Village Hall on April 7th. to hear about the Bluebell and were told that it would be the following week which of course it couldn't be as it had already taken place. The Sussex Group of KESR have apologised for this mix up. We will get it right one day.

One compensation was the Bluebell Railway Croydon Area Group meeting on April 7th. when Steve Pilcher gave a talk about our Society to a gathering of their members and a few Maunsell Locomotive Society members as well. Thanks are due to all those who lent slides for this successful evening at Croydon.

DAVIDJONES

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HOW OTHERS SEE US

The following remark was made recently by a member of the public to one of the working party on 1638's tender chassis:

"And when you've finished restoring them, what do you do - export them round the world?"

NEW MAUNSELL BOOK

Over recent months Mike Frackiewicz has been giving assistance to the author of a new book about Maunsell which is due to be published this coming October. As a result of this help, the author has promised to donate a number of copies to the Society. Proceeds from the sale of the books will make a very useful addition to the Society's bank balance. This is a generous gesture on the part of the author for which we are very grateful so, if you are thinking of buying this book for yourself or for a friend, please consider buying from the Society. You know it makes sense.

FINALLY

Thanks are due to all contributors and to our printers, Impressions Printing Technology of Sevenoaks, Kent.

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Rear cover. Dave Pinkess, Ray Vistucis and Adrian Pinkess bend their backs to remove yet another flue tube from 847 - April 1998.

MIKEFRACKIEWICZ

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