Early steam locomotives boasted some pretty spectacular chimneys, none more notable than that of the famous “Rocket” but such was the pace of railway engine development, they diminished rapidly in size.

An attractiveness of later Victorian engines was doubtlessly assisted by the fact they still had proper chimneys, which were an important and integral part of the overall design package.  Amongst these were Stroudley’s famous copper-caps that doubtlessly played a valuable contribution in the design of on his engines and capturing the imagination of the travelling public.

Part of the story of “Bodiam’s” Chimney was covered in correspondence in “The Tenterden Terrier” magazine and is reproduced in the Articles section of the website so not repeated in full here.

But to go back a step; copper and iron don’t get on awfully well together.  Whilst there is nothing to suggest in photographs or published information that chimneys on the Class A caused any serious grief – withdrawal early in C20th would most likely to have occurred due to failed fireboxes or life-expired boilers – they can hardly be viewed as an unqualified success as most of the surviving engines gradually acquired an assortment of replacements ranging from simpler Marsh and Drummond chimneys to distinctly unattractive home-made appendages on the Isle of Wight.  Others perhaps acquired chimneys from less fortunate colleagues or could be adequately patched up before sale to third parties.

Amongst these were doubtlessly were “Poplar” and “Wapping” and whilst nothing is known to suggest these were replacements prior to disposal, equally it cannot be stated categorically they were originals.  Nevertheless for 25-30 years, and undoubtedly patched up from time to time, they remained serviceable.

Photographic evidence post-withdrawal shows “Bodiam” without a chimney.  Again there is nothing to suggest the state of the chimney was a major contributory factor in its demise, it must have been a factor.

So in patching up the hybrid No.3 in the early 1930s, in the absence of any known evidence, the chances are that the better/serviceable chimney was acquired from dear old “Wapping”.

Fast-forward to early May1960 and several overhauls/repairs later, 32670 as she now was found herself at Eastleigh receiving attention when 32655 came in for preparation for sale.  P Cooper suggested the opportunity was taken to switch chimneys and so 32670 lost its copper capped to “Stepney”.

Nearly half a century down the line, the replacement chimney has recently had to be repaired for a second time since recommissioning in 2006.  It is now in such poor condition near its base; the metal down to 3/16inch in places, that it is now deemed life-expired and a replacement is necessary.  Peculiar this state of affairs should arrive in a severe recession, not unlike the early 1930s…

TTT is therefore urgently considering the options.  These seem to be a professionally cast replacement of the version now carried, a cast/fabricated hybrid to recreate the modern equivalent of a copper-capped, or something manufactured internally in either style.  Apparently this was the alternative chosen for “Fenchurch” and very good it looks too!

Any practical suggestions would be welcomed as ideally this project needs to go ahead no later than the winter of 2009-2010; what the railway cannot really afford is to have its iconic engine laid low for any significant period of time for want of a chimney.

HN-12/03/2009