Working like Navvies along Platform 2

 

Over two weekends on the 14th /15th and 21^st/ 22nd of November, a call for action was answered by 32 members of the museum, and they did a great job and replacing sleepers along Platform 2. All were taking a rare opportunity authorised to work adjacent to the Network Rail line, as maintenance work was taking place on the Pitmore Viaduct over the River Stour beyond Bures, so blockading the line.

 Many of us could now appreciate a little more of what effort is required to work on the tracks, a tiny portion of the effort required by the original railway Navvies. Once signed in, and aware of safe practices to be followed advised by the Controller of Site Safety  Peter Robinson, the teams set to work.

 Our aim was to replace as many rotten sleepers as possible, using our own plant and with some hired-in tools. Museum P-Way leader Andrew Cullum on this occasion was required to self-isolate, however there will be many other occasions he may on hand to lead other teams.

The first action required was to  lift out both rails from each rail section. In all 10 rail lengths were taken out of the Platform 2 line, using the crane Jack Plumb, previously it was done with a crowbar and many people. Lifts were taken  under direction of Nick Proud the Slinger/Signaller, assisted with rail handling by Brian Sermons and Harry Brooks . Concentration is required when suspended loads were in involved and a range of hand signals exhibited, these subjects are  further explored in a separate posting “ the Rail Crane’s work-out “

 

Those not engaged  on specialist tasks, were to act within a Permanent Way gang. Much manual effort is required  to dig out “cribs”,  that is  the space between sleepers, then excavate further down to accommodate a new sleeper. These need  to be laid at a lower  level to avoid lifting and digging out again after placement. Excavation involved the  use of pickaxes, because old ballast is well compacted and bound together with dirt. Allan Robinson earning the reputation of the man with the golden shovel due to his high work rate

                                                                                                   Photo Phil Hubert (and edit)

Removing ballast also involved throwing stones, above your head, to platform level where it is then  placed in wheelbarrows and taken away to the spoil dump. Manhandling of sleepers from a stock pile to position and subsequent Ballast infilling is another task of the P Way gang. To  record all those who took part not dealing with specialisms noted elsewhere -  those contributed are name checked here…

P Way gang

Adam Baines,  Andy Craven,  Callum Roll,  Chris Yetman,  Ian Rushbrook,  Jenny Ball,  John Bicknell,  Lesley Pennell,  Linda Robinson,  Mark Cornell,  Paul Trowbridge,  Phil Hubert,  Phil Ainsley,  Phil Baines,  Robert Page,  Robert Varletta,  Robert West, and Vic Pitts.

                                                        Video still Peter Robinson

Wooden sleepers came from store in the set down area ,movement using the large military forklift,  removal of rotten sleepers and spoil  was done  in the main by Peter Martin. 

It was necessary to check suitability of the stock and required to fill the holes in the sleepers we received in the last supply and these plugged in the main by Matthew Cornell. I wonder if the local suppliers of broom handles were querying why customers asked for  48 then followed up by 36 more handles from the local Screwfix outlets 

Martin Gibbons loading spent sleepers onto the JCB for disposal

Meanwhile in the far south, in New Viaduct Siding, it was thought best to  replace timbers by craning off an old panel, and craning in a new assembled panel back.  Tim Rice operated our 360degree excavator, with Niall Thorogood and Bob Guest assisting in the removal of ballast.

This was done by lifting in and out the excavator into the trackbed.

                                                                      Photo Tim Rice

When new  sleepers are placed in the trackbed, they then have to be drilled and chair screws placed in position. Once gauge checked – they were screwed down, both these tasks eased by hiring in petrol driven plant. Packing ballast can then be done using the museum’s own “Cobratt” Tamper which compresses ballast at 1620 blows per minute. This team was led by Michael Sanders with Josh Fortescue as lead Track Ganger.

 It should be recorded that Bacon butties or rolls were offered by Leon and Amy from Platform 2 Cafe which were gratefully received and kept the gangs working.

 Peter Robinson has produced a YouTube video, using time-lapse photography edited down from 50 GB worth of data, you may view people running around,  as if they were ants or worker bees.  

https://youtu.be/3hpv5F--8_g

The end result is unfortunately almost an absence of any material change to just a casual by-stander ! But you may appreciate without safe track there can be no demonstration trains, and that is our  motivation. Our Museum chair Peter Martin gives thanks and writes:

 

“It must be said that we all deserve a pat on the back for everyone's efforts, where we have all achieved something more than others would have given their right arm for. As a team that have melded together to undertake what could be described as 'safety critical' work, we should pay tribute to all who have mucked in to do it in a safe fashion and are a credit to this Museum's standing. 

Credit where credit is due, it was a pleasure - nay an honour - to see it going on and be part of it. Wot a show. Let it be a lesson to others that WE can do it! 

We may be small fry in comparison to other bigger boys in the game, and perhaps we never make enough of what we do - but by 'eck, we just got on with it, so sing the song. Well done chaps”

The Rail Crane’s work-out

 

Purchased in 2012 the museum’s Plasser & Theurer rail crane has been very much in demand recently, over the recent P-Way possession in November, another 32 engine hours were clocked up including early starts at 0630 and working to darkness in the afternoon.  There has been more use in the last couple of years due to  P-way ,S&T work as well as erecting  steelwork for the Running Shed.

Crane drivers complete daily Fitness to Run inspections before use, those now qualified are Peter Martin, Jack Plumb, Peter Robinson. When working with others  a “Slinger/Signaller” is required, who looks out for the  safety of the load, persons in the vicinity, and whose hand signals  are quite complex. Representative examples (not to be taken as training material) are shown below:

 Essentially, the maximum 12 Tonne  Safe Weight Limit can only be achieved with the jib quite close to the crane. Can be extended further if the lift is over one end of the crane rather than at full slew. The maximum lifting radius is 13 meters which allows for the machine to pick up a maximum of 2.7 T over end, or 1T at full slew based on the maximum track Cant (super elevation of track) at Chappel of 100mm.

 

This means a 30ft rail can be raised, with the rail lifting beam, at any position within the cranes reach, and a longer  60ft rail with some limitations.

A photo of  the old New Viaduct Siding panel being craned out

Progress on London Suburban tank (N7) locomotive

 

London Suburban tank (N7) locomotive progress:   Nov2020

 

The forthcoming winter months will be a testing time for the loco team as they prepare the boiler for expert examination. Boilers in regular service in the days of steam, were not expected to last long periods. In preservation heat stresses imposed are greater, as they have longer periods between firings, resulting in thermal cycles between longer cold periods of stagnation to short in-service temperatures.

 Both external, and more importantly, internal surfaces have to be prepared this is generally done by needle gunning. Surfaces then descaled so just bare metal is exposed. All the superheater elements and boiler tubes have been extracted, these are considered consumable items. Other parts removed are been labelled and placed into storage.

During the tube removal works significant quantities of internal scale were found around the exterior of boiler tubes which would have significantly reduced efficiency, leading to poor steaming. It is most important that water treatment is applied to reduce scaling, if and when the boiler can be steamed again, attention to maintenance routines is essential to prolong the life of the boiler. In retrospect hire periods away from home, not supervised, have not aided the locomotive’s condition.

Much of the inner firebox is inaccessible and is difficult to inspect. Within preservation groups there is some controversary on the best way to manage difficult decisions between maintenance and replacement of boilers. To try and help resolve these a number of Non-Destructive tests are in the process of further development.

To give an appreciation of the difficulties of boiler maintenance, faults can be found in many places. A non-exhaustive list includes, fracture or cracking of stays, cracks between stays, grooving near the foundation plate, internal corrosion in a firebox. Normally these are regularly checked working to a schedule of examination.

Once a boiler is lifted out of its locomotive frames, a stricter regime applies for inspection. Only when fully accessible can metal surfaces be fully tested, most critical is the strength of firebox, requiring the services of a boiler inspector. Without such investigation and expert opinion works any boiler would be uninsurable and so could not be used.

The link noted may be of interest   https://www.hra.uk.com/guidance-notes   Within these pages there is the detail to the construction, inspection and operation of pressure vessels and some idea of the problems of maintenance and operation of the heart of a steam engine. 

These investigative works are led by Michael Sanders assisted by his locomotive team, those include Matthew Cornell, Joshua Fortescue, James Jaeger, Dan Stevens, Adam Baines and Eddie and others whose contribution has not been communicated to your reporter. News about the work as it progresses is posted on the Facebook account:

FB “Chappel MPD Unofficial”

Running shed progress

 Rapid progress in building the Running shed

It is a test of resolve that during the difficult times, volunteers who are physically able, have been progressing museum development with some very visible results. This acceleration of works was possible with a cessation of the first Covid lockdown, and better weather conditions. 

Within a few weeks an empty shell without track, is replaced by a Running Shed shelter. This rather bare open outlook shed photo was taken end of September. 

Allan Robinson is (pictured below) demonstrating the manual concreting method that has saved several thousand pounds, by avoiding a commercial delivery of mixed concrete which would cost more need timber shuttering, and phasing purchase of materials.

Special thanks must go to Linda Robinson who was seen acting as Allan’s helper/ labourer / extremely understanding wife (* delete as appropriate), for the concrete mixing and laying duties that once completed got the whole ball rolling.

Installation of flat bottomed rail on 55 concrete sleepers followed, the gang here seen at work from the vantage of a railcrane. To do this work mechanical plant is essential, a large former military JCB was used for moving the sleepers, underground drainage and water diversions were made using the museum JCB. 

As a result, a rolling chassis of the N7 locomotive has been placed inside, and the DMU Power car stabled as seen outside, providing some weather protection. 

Hats off to all who contributed !.Allan Robinson and his helpers for concreting the foundations, the track gang installing rail. Currently the build activity is to install the first side panel and metal window. 

October 2020 workshop round up

October 2020 workshop round up

Rebuild of Industrial loco Lamport No.3

An order for a new steel welded in a firebox is imminent, this is of course most costly part, it can be progressed as the rolling chassis has progressed well, through the work of the team notably Dick Allman, John Bicknell, Peter Merrick, Nick Proud and Allan Robinson. 

Currently only the handbrake is operative so a wooden pattern is been made by John Bicknell so brake blocks can be manufactured by a specialist engineering company in due course. Various welding jobs have been undertaken by Peter Suckling on a number of jobs in the shed, some noted below too.

The museum running fleet 

• Jubilee is the museums singular current runner, faults reported in the Drivers report sheets have been attended to by Joshua Fortescue and the loco team. An annual boiler exam is due in January 2021. 

• Number 11 has recently had some riveting work done and these will be awaiting a boiler inspection. 

• The loco team has started a proactive re tubing of number 54, as there's no known Thomas requirements for some while, this will ensure its longer-term availability. 

Diesel multiple unit trailer car DTCL  56358

Initially planned for a quick repaint, the carriage is now receiving a more thorough examination. If you remember this trailer carriage was in an advanced state of external shabbiness, the roof stripped back and repainted was reported by CN79 in March 2020. 

Since then Mark Cornell has removed windows and panels, which has highlighted the need for further maintenance. More extensive work can now make place in this “restricted season”. Apart from some internal changes, this is the most significant works since its arrival in 2003.

Peter Martin and Brian Sermons, flushed with success with the smaller W&M Railbus, have moved their tools kits to the larger proposition of the Class 101 unit. Slam doors are now receiving the most attention, wooden frames have become distorted, years of slamming and an external environment means that their wooden frameworks in some cases are reduced to some very flimsy structures. Wood splicing, filling and replacement is required even though the doors are metal skinned. A number of door thresholds have been made and installed. Body work repairs to fill holes and dents are required before any more thoughts of repainting. 

The tarpaulin (Hi Bar – B745522) wagon

After its rotten floor has been removed, body panels are strengthened and primed to stop further corrosion.  At least it is now stronger and in one piece. It is anticipated for completion within the next few weeks. In a better financial climate it would be fitted with a replacement floor, but tighter financial control dictates a more economical visual finish with a simple tarpaulin covering.

Museum Objects: Furlough tickets

 

Furlough tickets,  and complexity of ticket issue 

with rules and regulations

A word that has recently come back into our vocabulary, due to the Coronavirus pandemic. Originally this was a military term for soldiers, when they were not required to be on duty, and also not on leave, a state of “Furlough” existed. Involuntary furloughs because of economic conditions is a yet another which unfortunately the museum is familiar.  

In the ticket collection such tickets are see here issued for Military personnel. Wrentham and Brockham is a very sleepy village on the closed Thetford, Watton to Swaffham line in Nortfolk. Open scrub and heath in Brecklands, is an ideal military training area so Wrentham Camp established, and hence these ticket issues from that station, a smaller military camp is still there. Other ticket examples issued locally would be the issue of tickets from stations near various USAAF air bases to places of recuperation, like Cambridge and London, there may be some gems - but they will take some timely enquiries to find in the museum's large collection.  

The museum book archive also has a number of papers concerning the issue of tickets among many items of bureaucracy which on first thoughts you might think was the last thing on peoples minds in wartime. However evidence suggest that rules and regulations were very much to therefore, and like the current Covid pandemic created complexity, 

One such example is reproduced here - as it shows the complexity of booking railway tickets – even in the time of War. The “BOYS” section for example uses the word “Furlough”, the idea of “boys” in the service of the nation in wartime – does belong for the history books.

Did a booking clerk have to question people's motives for travel ? - "Is your journey necessary" was a wartime expression, recently the idea of questioning a need for travel has re-emerged.

Museum AGM 9th January / AGM notices

 

Notice of Museum AGM

Please be aware that the museum AGM will be conducted by a Zoom Conference Call on Saturday 9 January 2021.     (updated web posting 27 12 20)

Here is a link AGM notices

As the meeting is on-line, some procedural and guidance notes will be given how the meeting will be conducted with so many participants.

East Anglian Railway Museum Registered Charity No. 1001579 & East Anglian Railway Museum (Trading) Ltd Notice is hereby given that the Annual General Meeting of the East Anglian Railway Museum group of companies for the financial year ending 30th September 2019 will take place by Zoom Conferencing at 1030hrs on Saturday 9th January 2021 under the conditions stated above. 

By Order of the Board & Directors M C Stanbury, Secretary Agenda for the Main Meeting 

1. Election of a Chairman for the Meeting 

2. Apologies for Absence 

3. Address by Museum Chairman Peter Martin. 

4. Reading of address by Honorary President Sir Bob Russell 

5. To approve and adopt the Trading Company’s accounts together with the reports respectively of the Directors and Financial Inspectors for the year ending 30th September 2019. 

6. To approve and adopt the Trading Company’s accounts together with the reports respectively of the Directors and Financial Inspectors for the year ending 30th September 2019. 

7. To appoint Community 360 as the Company’s Financial Inspectors. 

8. To elect Peter Martin and Peter Robinson as a Directors of the Company. Proposed by Mike Stanbury and seconded by Mark Cornell. 

9. To transact any other business which may properly be dealt with at an Annual General Meeting of the Trading Company. 

 10. To adopt the Museum’s Accounts together with the reports respectively of the Trustees and Financial Inspectors for the year ending 30th September 2019. 

11. To appoint Community 360 as Financial Inspectors to the Museum. 

12. Election of Trustees retiring by rotation. The Trustees retiring by rotation are Mike Stan bury and Peter Martin, who offer themselves for re-election 

13. To elect the Officers of the Museum namely the Membership Secretary, the Magazine Editor, and three members of the Members Council. The members in post are respectively Darren Johnson, David Reeve, Brendan Sothcott, Allan Robinson and Nick Proud. All are willing to stand, no other nominations have been received. David Reeve is happy to continue as Magazine Editor, and Phil Ainsley as Newsletter Editor. No other nominations have been received.

14. To transact any other business which may properly be dealt with at an Annual

General Meeting.

15. Future Plans – an outline by the Trustees and a general discussion.

16. Closing Address by the Chairman.

 Trustees Annual Report for the year 2018-2019 This is an abridged version is published in the AGM notices

.

Railway carriage prints and the Birdcage coach

 

Donation of railway carriage prints. 

 

On Sunday 13 September Mr. John Leach a visitor that day, donated to the museum some framed railway carriage prints of Cuthbert Hamilton Ellis paintings. John had "liberated them" himself from withdrawn carriages to be broken up many years ago. Today these are considered of some value and have been recorded as accessioned items by Jaki Collison. 

What is striking is how diverse the railway scene was in earlier times. It is to be hoped that o at a future date displayed for the appreciation of a wider public. Railways were so much more varied in earlier times, something the museum can demonstrate today, no mono-culture of multiple units, steam locomotives of hundreds of designs and similarly coaches and wagons of every conceivable type

 

An example of one of the donated items, this pertinent to our area of interest:

 

Behind the locomotive is a "Birdcage" passenger brake coach, an example that the museum has restored in Platform 5. This was built in 1870, like the illustration’s noted date, and came from North Woolwich station museum that closed in July 2008 (SVS143 p12)

 

A second example, visually attractive because of its bright yellow colours, is a personal favourite reminding me of an attractive spot in the Peak District – Wetton Mill. There were others but they were packed away quickly and there is a need to see them again so they can be appreciated. Maybe some (suitably theft and UV protected) inserted into carriage print frames or displayed in a coach setting.

Opening of the Chappel Miniature Railway _ 24th October 2020

 

Chappel Miniature Railway          Public Opening 24^th October 2020

 

After much effort over three years by many, the opening of the miniature railway is imminent, pending an absence of any further government restrictions beyond the known Level 2. Built as an open-air railway with un-enclosed carriages it has some advantages in current circumstances.

From the viewpoint of our visitors it is a major advancement in the amenity of the site. While restoration of course is something as rail enthusiast we like to progress, the thrill of a journey is often the most memorable part of a visit to the museum. 

Being a miniature railway, it appeals especially to a younger visitor – it’s not too scary, is more understandable in its smaller scale. Adults get a payback too , with smiling faces children can take home a memorable experience. Another benefit to the museum is that this railway is expandable, we have the land, perhaps just one -third, or less,  of its potential has been realised.

 

Rob West reports:

On the first public running day, it is planned to ‘cut the ribbon’ to officially open the first section of the new railway. Unfortunately, there’s no planned ceremony in mind, mainly because of the Covid-19 safety measures. Ryan Gant and myself will be operating the railway that day, with Isaac as Op-Sup also present for the first run, it is intended  to use our oldest locomotive “Ricardo Lampwick”  to do the honours.

Thinking about the construction period, would just like to say how proud I am to have been a part of this fantastic project, having enjoyed working on the previous railway for some years. Both Tim and I  want to thank everybody who has contributed towards the scheme in any way, big or small, assembling track panels, laying down ballast or hardcore, painting, electrical wiring, even just lending a hand to lift heavy equipment or make the tea! The list of names is beyond counting, but to everyone concerned, a big thank you to you all. Our new railway would never have taken shape without your combined efforts.

For me, the highlights of the construction include the delivery of our first new coaches in August 2019. These are very different from the previous stock, being larger and vacuum braked,  more reliable in running with heavy loadings, it helped to give the first taste of what our new trains would be like. It is expected to have delivery of  two more coaches after the half term period.

Another milestone was the relocation of our steam loco, Frederick, from the old sheds to the new line in February 2020; loading him onto the lorry proved to be a challenge, I breathed a great sign of relief when he was safely mounted on his new rails! On that same day, we tested out our coaches for the first time with our old electric loco, Ricardo Lampwick, which was a delight to see running again after more than a year out of use.

                                                            Steaming for the first time with a new

                                                                                boiler certificate August 2020

A crowning achievement of all  - was running Frederick for the first time a few months ago. After being mothballed for 20 months, it was a long-awaited moment to see our powerful steam engine make its first moves on the new railway.

                                            Tim Rice and Rob West watering "Frederick" in the

                                                                   Minirail Motive Power Depot area

 

The latest development is  provision of a  staff access path from the staff car park to the depot container. At one end a loading bay has been built, to enable rolling stock to be easily delivered or taken away by road transport. A set of buffers prevents trains from overshooting the end of the running line in normal service and can be temporarily removed when the loading bay is required.

  

                                              A happy scene as Dan Stevens progresses towards Spring 

                                                      Gardens Lane and in future maybe extensions to consider!

 

Members are welcome to look at both the Facebook and What’s App channels to see progress picturing the works. A “Chappel Miniature Railway” group chronicles their works posted on Facebook.

Tim Rice and Isaac Ferneyhough remind all of us that it will operate with a set of rules not dis-similar to the standard gauge, so the Level Crossing is under the control of Mini Rail staff. causal walking alongside the track is prohibited, care and caution should be taken especially in the depot area. Signs for the guidance of the public will be installed to show the route of safe public access.

Reminiscences of John Crawford at Chappel during World War 2

 

Reminiscences of John Crawford at Chappel during World  War 2

This year sees the 80^th Anniversary of the Battle of Britain and after the phoney war, it became a reality for the people. Few remember first hand – but  a visitor John Crawford  spoke to me after an earlier Rail Experience day. He was a youngster then, but he gives an account of life in the village at that time.

John Crawford was a boy during wartime at Chappel; he remembers the station during WW2 was born at Trinity cottage in the village.

John lived in a house rented from a Mr Bird the landlord; he was part of a growing family who eventually comprised 10 people. His family moved to Lower Green council house. Schooling was in the village at Chappel at primary level. For senior school he then used the bus, which were either owned by Shelley’s of Eight Ash Green or Blackwell's. Latterly used a Ford van purchased by the Taberner family who were the publicans of the Railway Tavern whose landlady with Noreen.

At the beginning of the war the fear of aerial bombardment was real, and a plan for a “Crash Evacuation” was prepared as Chappel was seen as a safe location to send children. John would have been seen as lucky to live in the rural area and not be subject to the distress of that process.

Here is an aerial view – showing the village in its smaller form at that time, the Petroleum Oil and Lubricants (POL) Depot alongside Station Approach, it removed about 1974. Wartime rail transport is a subject that will be followed in later Chappel News postings.

During the war a mosquito wooden bodied airframe crash landed just missed the viaduct and landed in the field owned by the Pilgrim family on the field on the Fordham side of the viaduct. The military kept people away. American forces staffed the POL petroleum lubricants and Oil Depot. Petrol trains run at night, and arrived early in the morning. Stationmaster was Len Blackwell.

In the good shed - areas on the floor were allocated to traders so Ashbee’s had an area. Sent by  railway,  seeds of beetroot, wallflowers, runner beans and wheat - the railway was reliable but in time became redundant with increasing and cheaper road transport.

PC Beechcroft was the village copper who stopped young John who said, “You are one of those Crawford boys” pulled up for not having a back light on his bicycle, then clipped around the ear which was something of a surprise. He said “you remember this” and John did that!

While the photo doesn’t depict PC Beechcroft, the photo below shows the last village policeman PC Rowlands in 1965 with the POL tanks visible in the background. Nurse Jackson lived next door to the village policeman. 

John left school at 14 and worked for Ted Ashbee as he had been tutored by his father and had an interest in agricultural work. John was already used to feeding the chickens ducks and animals

After he left school he looked after the seed business of Spurgeons farm. John looked after the seeds business sent from Spurgeons Farm, often to Cullens of Witham by rail. John worked crushing machines to produce cattle feed and buying wheat. He drove a Ferguson T20 tractor these are very new at the time, but the farm still had to Suffolk punch horses.

John left to join the national service for two years, he came to work back with Ashbee’s, but there was a need to earn more money, unfortunately John left  a job that he really enjoyed. He dated and married Maisie, who was initially the ice cream Saturday girl; then he started his married life together, moving to Brightlingsea.

Today John enjoys gardening, and has a lifelong interest in aviation. He has flown in Concorde over the Bay Biscay and to America.

Philip Ainsley was in conversation with John back in 2018