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Front Cover: S15 30837 is shown at Reading South Shed while on raitour duty some time in 1965. Does anyone know the date in 1965 and also where the locomotive went on that day?

[MIKE MORANT]

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MEMBERSHIP MATTERS

The membership has remained roughly static during the first half of this year. We have just over 100 Annual Members and 176 Life Members. Due to the generosity of many of the Annual Members in adding donations to their subscriptions I am pleased to be able to recommend that the subscription for 2001 remains the same as for this year at £8. 00

There are still a very few Annual Members who have not paid their subs for this year. If you are one of them I would be most grateful to hear from you!

GEORGE BINNS

TREASURER'S REPORT

E nclosed with this magazine you should find a copy of the 1999 accounts. It was an excellent year income wise with just over £8,000 received from subs/ donations and other fundraising activities. This was our best ever year for self generated income and is a reflection of the strong support from the members, for which we are very grateful. The "one off " sale of the Halifax shares bought total income to just over £10,000.

Expenditure totalled just over £36,000 - but this was an exceptional year - with the payment of £28,500 for the machining of the rods for 1638. At the end of the year there was just over £18,000 in the bank which is very reasonable.

2000 has been a good year so far - the current position is as follows:-

Income
Subs/donations	992
Tender tank appeal	2,600
Tender tank appeal- donations from leaflet in Bluebell News	823
Donations box	588
Building Society interest	816
Other income	26
	______
Total income	5,845
Expenditure
Materials/labour	3,662
Other costs	732
	______
Total expenditure	4,394

We currently have just under £20,000 in the bank.

STEVE PILCHER

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1638 RESTORATION REPORT

Tender Tank

Recent visitors to Sheffield Park have been treated to the sight of the new tender tank being constructed for 1638. We had been thinking that it would be a job for the Bluebell Railway's welders but it transpired that they would not have any free time in the near future (incidentally they have made a really nice job of a new tender tank for "Blackmore Vale").

So we adopted an alternative strategy of having Melvyn Frohnsdorff and the Sunday gang build it. They started with a flourish in March by welding together the base plates on both sides and then getting the rear end up - along with all the steps and fittings welded on. The rear of the tender is all one sheet with ninety degree radius corners that were rolled in by the suppliers - APW Engineering of Greenford - and we need to thank Phil Dewey for ensuring that a good quality job was done for us.

Melvyn and Paul Thorp have taken the lead on the job and have put in numerous days mid week as well as being on site virtually every Sunday. As can be seen from the photos, by the end of May most of the interior framework and baffles had been fabricated. This is quite a fiddly job in order to get the width and height of the body correct. A section of steel is on site for the front end which should go up soon and we confidently expect the whole job to be finished by the Autumn. Quite a number of our Sunday regulars have put in a lot of time on this job - it has been an enjoyable task and we should single out Paul Skinner, Clive Bean and Barry Smith who have been particularly keen regulars and helped with all the many routine tasks that are part of the whole job. The project is progressing well. We will have to dream up an appropriate "christening ceremony" once the tank is finished.

Cab Roof

Prior to starting on the tender tank, the Sunday gang continued the work on the cab roof which is now up in position. It proved to be one of the most fiddly, time consuming jobs that the Sunday gang have tackled (and it does require one final small adjustment). Meanwhile, David Jones has done a very neat job of painting up to top coat and it looks a creditable piece of work.

Boiler

Frank Glue has done some very useful and skilled work on the boiler clearing off all damaged studs. This has allowed a good start to be made on fabricating crinolines for the boiler barrel - these should go up soon.

Other details

Ray Bellingham has obtained castings for the cylinder drain cocks which he has also had machined. Although we have been focused on the tender tank, we have not forgotten the coupling and connecting rods for which Melvyn has machined some caps for the oil pots.

STEVE PILCHER

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847 OVERHAUL REPORT

U nfortunately there is less progress to report than in previous issues of the Newsletter. It had been hoped that by now work would have started on the inside of the tender tank. This has not yet happened partly because of a shortage of volunteers. In addition, our two main workers, Adrian Pinkess and Rodney Packham, have not been able to spend much time on the job. Our condolences go to Rodney as, unfortunately, he has had his left foot in plaster for over a month and is feeling very frustrated at having to wait to get back onto the job.

Prior to problems with an injured foot, Rodney completed further work on removing clack valves, other boiler fittings and various other pieces from around the boiler. As a result, we are just about at the point where we are ready for the boiler lift. We now await agreement for an appropriate moment for this to occur. This will be planned by the Bluebell to coincide with other requirements around the yard so that maximum use is made of the crane hired in for the day.

Other jobs have included work on the tender coal space which has received more coats of paint. Recently, it was noticed that the locomotive's motion had begun to look rather neglected with rust patches developing in several places. This is now the subject of an exercise in tender loving care and is the main focus for volunteer effort while waiting for the boiler lift.

As ever, thanks are owed to all those who have contributed towards the work on the locomotives, physically, financially or with technical advice and moral support; apologies to all those whose work I may not have mentioned in this report. And finally to the good humour from all the others on site at Sheffield Park, particularly Keith Sturt, Ray Bellingham, their fellow workshop colleagues and in particular the Bluebell's welders who gave us some very useful advice regarding building 1638's tender tank.

STEVE PILCHER

"LORD NELSON" No. 850

C ongratulations to Eastleigh Railway Preservation Society on the award of £68,700 from the Heritage Lottery Fund to assist with the cost of boiler repairs to No. 850. The work on the boiler is expected to be completed soon after Christmas and, we understand, the target date for a return to steam is June 2001. We wish ERPS every success with their restoration and look forward to seeing "Lord Nelson" once again on the main line

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THE MAUNSELL TEAM - Final instalment

"There was an Englishman, an Irishman and a Scotsman..."

..and if they pull in different directions, then it's no joke! In this last episode there is a chance to give honourable mentions to some of the team that supported the main figures already discussed. The kind of figures I mean are those close to the main team, the leading draughtsmen and so on. Jock (T.S.) Finlayson was just such a person. A Scotsman, who came down to Eastleigh in 1913 from the North British Loco Company in Glasgow to work for that other Scot Robert Urie, initially as Eastleigh Works Manager, but then later as Locomotive Chief Draughtsman. During the period up until grouping two things emerged. Finlayson developed a strong allegiance to Urie and his methods, and the experience he gained preparing the N15 (Urie Arthurs) was to be significant later on.

At grouping, Ashford held sway of course. The political infighting that followed grouping in the LMS is legendary. It's popular to think that this was not a problem at the Southern. Certainly in the same form, this would be true, but just as any forced marriage would produce tensions and some unexpected outcomes, ..well, the Southern didn't escape completely. Not spectacular rebellion, more like some effective passive resistance! Jock was far too wily to take on the hierarchy head on, partly because he must have known who the winner would be but also because he respected his new bosses, and certainly this seems to have been reciprocated. Clayton for example spoke of Jock's "exceptional abilities, and genuineness as a man.

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Perhaps the decision to use a chopped Arthur boiler was taken on cost grounds, especially as the electrification push was at its height in the early thirties. The pair of them would certainly have worked on the proposed 2-6-2 of 1934, which never made it to reality, so Jock would have had the chance to argue his corner on this as well as on routine issues. There must also have been some of what Holcroft referred to as Urie defensive tactics of "stonewalling" change. There again, what was to be expected? O.S. Nock recalls that "it was hardly likely that a hard bitten old Scot like Jock Finlayson would meekly knuckle under to all the precepts of design propounded in the small headquarters drawing office set up by Maunsell at Waterloo". Maunsell must have known it too, because he transferred some men to Eastleigh from Ashford to "strengthen the Eastleigh team". For that read "keep Jock in check"!

So it carried on until Hooley's sudden death, following a short illness, in January 1936 at the age of only 48, after an unsuccessful (as it turned out) recuperation visit to Torquay. Jock had only two year's leeway after that until his own retirement in January 1937.

Holcroft recalls Jock as being much cleverer than this though. Finlayson was a big engine man, and Maunsell Arthurs and Urie rebuilds (ex Drummond 4-6-0s), as well as the Nelsons were his stock and trade. The Nelsons carried a lot of Urie practice in them, despite Claytons extensive discussions and interest. Holcroft thinks Jock got the better of Clayton, but then he would say that as he had no hand in Nelson construction (much to his chagrin) and anyway, one man's "heavy handedness" is another's "robust" when it comes to locomotive construction.

Jock was a warm man and was able to present his arguments for alterations to Clayton well. Jock knew that if he convinced Clayton he was on a winner, as Maunsell would most often authorise what Clayton suggested. Thus it was that the Nelsons became one of the most trouble free and reliable engines. Holcroft reckons that he had better ideas for the 4 cylinder engine, but does that tell us about what Holcroft had to work with, or what Jock had to work with?.. and it may explain a bit of Claytons disposition to Jock's wishes. Now before you run away with the idea that Holcroft and Jock didn't see eye to eye, the two of them had worked together on the preparation of the 3 cylinder engines (U1, N1, W classes). Jock wasn't so Urie bound that it over shone his appreciation of a good bit of engineering elsewhere. Holcroft recalls that at a staff dinner, Jock approached Holcroft, put a hand on his shoulder and exclaimed "Mr Holcroft - my mentor!"

It was a fact though that all Jock's engines had a weight problem and, like one or two human equivalents, there was trouble when Maunsell found out that there had been cheating at the weighing scales! The engines hadn't been fully loaded with water and coal, giving false readings. That was Jock and Clayton in hot water. The truth was that in the interests of reliability Jock played safe in his specifications. Clayton took Jock to task about this weight problem, wanting to know why a Castle with similar sizing and performance was substantially lighter. Jock supposed that "the spec-ee-fic gr-r-ravity of steel was differ-r-rent at Swindon!"

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Other obvious influences were the use of Drummond origin cabs on the King Arthur rebuilds (Nos. 448-45 7) and width standards being LSWR (limited options for the other regions!). After 24 years service Jock retired and Maunsell presented him with a mahogany clock. He was much liked and appreciated both inside and outside Eastleigh. In his retirement speech he drew much satisfaction from the fact that, during his time, 127 young men had been through his office and all had gone on to engineering positions around the world. Given the circumstances of the time, World War 1 returnees, general strike, great depression and so on, this is no mean achievement. No wonder he was pleased.

What then of the Irishman? Well before Maunsell left the GS&W in Inchicore, there was a dispute amongst the workforce. His assistant there was C.J. Hicks, who supported him steadfastly. It was thought by Maunsell that his position would at best be uncomfortable and at worst untenable following Maunsell's move, so Maunsell brought him to the SECR. Now this gives the unfortunate impression that he was in some way a passenger, but Hicks had risen at the GS&W from premium apprentice to works manager, then to junior assistant to the CME (i.e. Maunsell), so here was a capable chap whose talents had already been recognised by Maunsell. He worked throughout at Ashford, becoming Works Manager under Pearson, after Maunsell's move to Waterloo. When Assistant CME Pearson retired, Hicks succeeded him. Maunsell was rewarded with a working lifetime of loyalty to the Maunsell cause, Hicks outlasting the man himself into the Bulleid era. Maunsell regarded Hicks as "his trusted lieutenant" and indeed in a work intensive era where Maunsell would undoubtedly be working hard to knit together the three elements of the Southern, knowing that your man was keeping the works going in your own image, along with the guidance of Pearson to hand, must have been a reassuring thought.

So that concludes our tour of the team. Undoubtedly one of Maunsell's best strengths was to select the right people and combination of people to work as a team. One only has to consider the selection of traditionalists, progressives, extrovert and quiet men to see what a great team this was. Together they were able to deliver the impossible, a rationalised and strengthened locomotive force on a shoestring budget. The fact that they were able to keep this going over such a long period of time speaks well for Maunsell's ability to command loyalty and enthuse his men. I would also suggest that they must have got along reasonably well despite their varied outlooks, with much mutual respect. Maunsell ensured that they used their different strengths positively rather than destructively. They must have known that they were onto a good thing, a part of something special. Given the different situations amongst the other three of the "Big Four", Maunsell must have been pretty pleased with himself I like to think so.

PETERJESSOP

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Pages 10&11

BRIGHTON BUILT

During a recent lecture about Brighton Works given to the Southern Electric Group by Gerry Collins, he mentioned that, in addition to the well known "Terriers" and other LBSCR locomotives, many other engines such as our U Class No. 1618 were also the product of these Works in its later days. This prompted me to investigate how many Brighton built locomotives still survive. The result was surprising because, although there are not that many remaining LBSCR engines, there are a good few Bulleid Light Pacifics and Standard Class 4 tanks thanks to Barry scrapyard.

The first locomotive to be built at Brighton was a well-tank in 1852 and the last was Class 4 tank 80154 in 1957, the total being 1228. However, the Works was not in continuous use building locomotives as, soon after the Grouping in 1923, it virtually ceased new building and concentrated on repairs.

This changed with the outbreak of the second world war when new machine tools were installed together with some machinery brought in from other Works, e.g. Ashford, so that production could re-start with locomotives such as the Ql No.C1, built in 1942 and now on the Bluebell. Our U Class No. 1618, which was built in 1928 just before the Works changed over to a repair facility, provides yet another link in the continuity of the Brighton story.

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There are thirteen LBSCR locomotive survivors of which ten are "Terriers" plus one each from Class El, Class E4 and of course "Gladstone", a Class B1. Two Brighton built U Class engines survive including No.1618, the Q1 mentioned above, fourteen Standard 4 tanks of which we have three on the Bluebell, nineteen Bulleid Light Pacifics and the two Brighton built Fairburn tanks now on the Lakeside and Haverthwaite Railway. This brings the total to fifty one, quite a good percentage of survivors.

All three locomotives which are expected to return to steam this year at Sheffield Park were built at Brighton. We look forward to seeing "Blackmore Vale", "Fenchurch" and 80151 in traffic and, looking further into the future, our U Class No. 1618 as well.

The following is a list, in date order, of all the surviving Brighton built locomotives, some of which were bought direct from British Railways but also many, particularly the later examples, from Barry scrapyard. No doubt I will hear from someone if I have omitted any!

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DAVIDJONES

SWAPMEET 2000

L ast year, thanks to Paul Skinner's efforts a useful £150 was earned for the Society. We will again be attending the annual Bluebell Swapmeet on July 22nd/23rd and are urgently in need of items to sell on behalf of the society ­ alternatively we can aim to sell items on your behalf for a 10% commission. Have you got anything cluttering up the house you would like to dispose off?

Please contact the volunteers at Sheffield Park or write to the Treasurer.

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PHOTOLINK 1-Two of our locomotives at work

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ANNUAL GENERAL MEETING 2000

This year's AGM will take place on August 6th. in the classroom, in the car park at Sheffield Park Station starting at 10 a.m. This is your chance to have your say on Society matters, so please come along. We look forward to seeing you there.

MAUNSELL BIOGRAPHY

John Chackfield's biography of Richard Maunsell has proved to be popular with the membership with approximately 50 copies sold. We still have some copies left. Have you purchased a copy? If not, can we interest you in one for £11.95 incl. p&p. It is a good read.

If you would like a copy, please send a cheque, made out to the Society, to the Treasurer - address inside front cover.

S15 No.830

Following on from the report in the last Newsletter - all we can say at the moment is that negotiations are proceeding with a group who have expressed an interest in purchasing and restoring the locomotive but we have not yet received an acceptable offer.

PUBLICITY

A very nice two page article appeared in Steam Railway magazine - edition 241 for February/March 2000 - which outlined the progress to date on 1638. It was part of Steam Railway's "in the works" series and I'd like to thank Tony Streeter at Steam Railway for producing the article and for the very welcome £125 cheque which has been donated to the Society. A small piece mentioning the start on building the tender tank appeared in Railway World magazine for June. We hope to put together a full article on the work of rebuilding the whole tender with a view to seeing if someone will publish it.

TALK ABOUT THE SOCIETY

O n September 18th next, David Jones will be giving his popular talk "From Scrap to Steam" to the Locomotive Club of Great Britain. The venue is London Road Station, Brighton and the meeting starts at 7.45 p.m. Any Maunsell Locomotive Society members interested in attending will be made most welcome.

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PHOTOLINK 2

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LETTERS

Lining and livery of locomotives

Dear Mr Hawkins,

Regarding the two photographs on page 12 of Newsletter No.40, one point, not mentioned in the caption, which may be of interest, is that in both the locomotive is painted black, lined in the first instance and plain in the second.

The LSWR regarded Urie's S15s as predominately goods engines and so it followed that Eastleigh, under Southern Railway management, painted them accordingly, whilst the Maunsell variety followed suit in 1927/8. However the corresponding, somewhat smaller, South Eastern & Chatham N Class had always been considered as mixed traffic units and so were painted green by Ashford as soon as the SR livery had been decided.

In due course the S15s were also brought under the mixed traffic banner and, at their first (Maunsell) or next (Urie) overhaul, all were painted in passenger colours, No.E828, then acquiring its current livery. That probably happened in the second half of 1928. Later it lost its "E" and acquired block numerals on the rear of the tender instead of a cast plate. No.828 never suffered any of the early numeral, lettering or colour changes of the Bulleid era but went straight to wartime black, probably some time in 1941. Actually, that was no change from the SR current goods colour, except for the introduction of some green lining into the lettering, the original lining having been discarded during the Maunsellian '30s as an economy measure - anyway it had soon largely disappeared under grime!

With best wishes to you and the Society for 2000.

Yours sincerely,

Arthur Ll. Lambert

"Schools" snowplough tenders

Dear Ian,

Thank you for another interesting MLS Newsletter. Regarding the "Schools" tenders, although I do not know the precise withdrawal date of ADS 70211, I can confirm it is currently at Southern Locomotives' base at Sellindge. The enclosed photograph was taken there on 29th. August 1999.

Simon Troy of Southern Locos has told me that it was withdrawn in 1997/98 and they acquired 70211 and 70212 from Ashford in 1998. The other one (70212) was broken up after removal of the axleboxes.

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