Much work outdoors

Thursday on Essential Maintenance

We're still working to get that unloading road finished.

The first thing to do was dig a trench for an empty conduit. We're thinking ahead - one day there will be a shed extension where the skip is, and that is not the moment you want to realise that the path to an electrical supply leads under 6 inches of reinforced concrete.

The other thing we thought of was to place this warning strip on top of it. All the other conduits in this area have been hit at least once by the mini digger. That's the life of a conduit!

Then it was back to another round of packing with the Kango. We don't want the track to move once the concrete is down.

Now to test it - bring up the 03 and run it up and down a bit.

Neal watches the behaviour of the sleepers.

Before the concrete goes down we also need to fully dig out the affected area. As some of it was quite tough due to the compacted ground, Neal got the Telehandler out and took a big scoop out. That helped a lot.

It was nice to see that some more of the heritage lamps have now been attached to the new building too.

Saturday in the cutting at Toddington.

More Interflonning, but what a lovely, clear blue sky. The lack of wind made for very pleasant working today. Although the cars were covered in ice this morning, it was quite warm in the sunshine and some of us were soon in short sleeves.

Sadly we had only 3 volunteers to help. That isn't really enough. We are permitted teams of 6 under the COVID regulations we have.

 

Apologies for the milky pictures today - a film of grease was detected on the camera lens when we got home. That Interflon stuff certainly gets about!

On our way to work we dealt with a reported dip in the track at the Toddington outer home. You can see it on this picture.

We jacked an packed the track here, but part of the dip unfortunately remains, as the rail ends are crippled. That means a cut and shut, or a new rail.

 

 

This part of the line contains some of our earliest track, laid in the 1980s after recovery from places like Gloucester Docks, where it was probably already second hand. So we would have been laying track where the ends were already crippled.

The joint here is insulated, and ideally needs a lifter plate. But find us an insulated lifter plate for bullhead rail! That would be an expensive special order, so it probably won't happen.

 

Doing this job, and the supply of another lifter plate for the unloading road, took us to lunch time, after which we ventured on to more fishplate Interflonning, after fitting a new nozzle to the backpack's gun.

On Wednesday last week the gun wouldn't produce the measured spurts of fluid any more. We had a new nozzle and fitted that, and today the gun worked perfectly. It's still a bit mysterious, the nozzle didn't look blocked to us. But hey-ho, we worked steadily northwards from the end of the platforms.

 

Here we are in the cutting leading up to Stanway viaduct.

Nick was on the Bance loosening, then re-tightening the bolts, while Andy gave them a final go on the torque wrench to get the right tightness on them.

This is as far as we got on Saturday - the Toddington advanced starter. It was mid afternoon, and it seemed like a good place to stop, especially after working elsewhere in the morning.

Left to do here is the last quarter mile up and over the viaduct. Then the CWR starts - we don't have to grease that!

This picture from the hand of Bert Ferrule shows Interflonning going on. Note the almost empty tank - filling it to the top just gives you a 10Kg weight to carry around for most of the day.

Strangely enough Nick's camera phone was also milky today - is it really the Teflon based Interflon grease getting everywhere? His lens was also covered in something or other, so the picture is a bit blurry.

In the picture is a rather relieved blogger, having got to the end of the job for the day, and now able to shed the heavy and greasy backpack. Phew!

Tuesday at Toddington.

Just two of us today, but we got plenty done.

The first thing to do was to get a heavy engine to run over the previously packed section, to see if anything was still moving.

Got a heavy engine, anyone?

One of the two class 20s (we have two of them now, a green one, and a new blue one) was found willing to be pushed over the work site.

Neal is watching the sleepers carefully, so that he can see which sleepers need more packing. Four at the far end needed a bit more, the rest was stable.

Having packed everything to the right height, we could now start to backfill. This was easily done using the little Telehandler. Here's the first load going in.

Once the spaces between the sleepers were filled, we used a Whacker plate to compact the fill, in preparation for concrete to be poured on top.

In order to square off the end where the concrete will meet the car park Tarmac, we cut a line across and lifted out the bits that didn't make for a smooth line.

The next job here will be to dig an ACO drain across. This should catch the run off from the car park, which is 5ins higher than the unloading road. Contractors will do that.

Our next job will be to attach the flangeway guides.

Wednesday over Stanway viaduct.

We're bashing on with the Interflon fishplate greasing project, and today we set out to complete the stretch from Toddington to the northern side of Stanway viaduct, where the track changes to CWR.

There was one timid sign of a return to normality - there were doughnuts! Martin was the kind donor.

Have you heard this one?

However, nothing is free in this world, and the doughnut consumption was accompanied by compulsory shaggy dog stories, and videos of questionable morals.

 

 

We set off from Toddington, where we replenished the backpack with more of the 'creepy' fluid (this fluid creeps everywhere).

One thing we learned and is worth pointing out to other users of this backpack is that the product needs a damned good shaking before it is added to the backpack. Last week the sieve into the backpack became clogged, and the week before the gun jammed, which probably has a common cause. There are waxy deposits, unless you vigorously shake the fluid.

This was our starting point, the advanced starter in the cutting at Toddington. Having dragged the kit off the Landie, and assembled the PermaQuip trolley, and pushed it for half a mile, it seemed not unreasonable to have a little coffee break upon arrival on site.

 

We Interflonned our way out of the cutting and across the viaduct.

Having arrived at the other end, it was time for another refreshment break.

It was cold and misty, and the parapet walls gave us a tiny bit of shelter.

From the top of the 15 arch viaduct you get a majestic view across a small valley, and we saw the first lambs of the year (with apparently one casualty) - Spring is on its way.

Having reached the CWR breather, we turned around and trolleyed back to Toddington station, where we did P1 - as best as we could, there being a 6 coach rake stabled on it - and called it a day where the main line rejoined the loop. That now leaves Broadway to be done, and the section south of Greet tunnel.

We will attack one of these sections on Saturday then.

Derek's 1960s steam in colour

Where there was snow a year earlier in the winter of 1963, in January 1964 Derek found a lovely sunny day at one of his favourite photo locations, at Kennington near Oxford.

On the 9 January 1964 Standard 2-10-0 92117 on freight at Kennington, I am guessing on a return working from Didcot Power Station.

On the same day also at Kennington is 5098 Clifford Castle on the 12:39pm ex Oxford for Paddington. 

This 1946 built Collett went into service at Stafford Road and lasted 18 years, until withdrawn from Reading in June 1964, 5 months after Derek took the picture. The loco was named after a early Norman castle on the English-Welsh border near Hay on Wye. It was a Motte-and-Bailey type, but today is just a ruin and stands in the gardens of a private house.

 

In March 1964 Derek and some friends from the OURS set off on a little jolly to North Wales...

We were a small group from the Oxford University Railway Society (OURS). We had pre-arranged the brakevan trips, interspersed with normal service trains. A dedicated brakevan was provided for us.

On the 16^th March at the start of an Oxford University Railway Society Tour to Wales, Brittania Class 70045 is seen arriving at Prestatyn eastbound. Not a brilliant picture, but still a colour picture of a steam locomotive on its last legs - just look at the rust over the cylinder covers. This one was called Lord Rowallan and in 1964 still had a three year run to go, finishing its days at Carlisle Kingmoor.

Derek's brakevan tour then set off. Can you imagine doing that today?

Then we embarked on a brakevan trip seen here just outside Rhyl behind Stanier Black 5 4-6-0 45275. (top right)

 

Next stop Denbigh. By this time (16th March 1964) the station was already closed to passengers, but a meagre goods service survived. Denbigh was finally closed to all traffic just two months after Derek's trip there, so this would be a rare picture that he took.

Then Rhydymwyn. Our headboard gets everywhere. This station was closed definitely on the same day as Denbigh. The buildings are still there, although the platforms in between are infilled.

My notes say '48455 assembling train at Dolfachlas for 2:34pm to Mold Jct.' but I can't find Dolfachlas on any map. Whatever this place 'Dolfachlas' was I think it must have been between Rhydymwyn and Mold. They are not far apart.

Then having arrived at Mold. 

This looks like a cement train, and once again the OURS sign is on the engine. Mold station also closed in May 1964 and was subsequently demolished to make room for the usual supermarket and car park.

Next day, 17^th March 1964 a freight at Carnarvon bound for Llanberis.

Slipping on the 1 in 68 and the crew are required to apply some 'sand?!' 

You can just make out the fireman in the cess, throwing whatever he could find under the wheels. It looks like a wet miserable day, and not the best opportunity to take a heavy goods train up a slippery and little used piece of track.

 

Following last week's piece on Rewley Road swing bridge, GWSR member Neil Herapath sent in this picture, which he took at the same spot.

If you're a signalling afficionado you would recognise the place without the swing bridge, as the signalling gantry by the box is very distinctive.

The loco is Pannier 9789, seen with a mineral wagon and a shunter. Just visible centre right is the column for the hand winding mechansism to turn the bridge for canal traffic.

Pannier 9789 was stationed at Oxford and was withdrawn at the end of the same year 1965 after a 30 year career. A Swindon quality product!

Last week's Lockdown Quiz - Answers:

Lockdown Quiz No. 4

1. What is the connection between Nos 2329 and 5529 (BR Nos 32329 and 45529)?

Both were named “Stephenson”

2. What is the name and number of the main line steam locomotive “sectioned” at the NRM?

35029 Ellerman Lines

3. Why were some GWR Hall class locomotives renumbered in the 39xx series?

They were renumbered when converted to oil firing.

4. Nos 92020 to 92029 differed from the rest of the BR “9Fs” in what way?

They were built with Franco-Crosti boilers.

5. What were the names and numbers of the West Country class locomotives that were scrapped by Woodham Brothers at Barry?

34045 Ottery St. Mary and 34094 Mortehoe.

6. What was common to both Jubilee class No. 45641 and A3 class No. 60039?

Both carried the name Sandwich

7. What was the class and loco. number of the final LMS designed steam locomotive to be put into service by BR?

Ivatt class 2MT 2-6-0 No. 46257 in March 1953

8. What nickname was bestowed on the LMS “Patriot” class locomotives when first introduced in 1933?

The “Baby Scots”.

9. The very last ex-GWR pannier tank in industrial service remained in use until which year?

No. 7754 worked at NCB Mountain Ash until 1975

10. When did the Brighton Belle, the only electric multiple-unit Pullman train in the world, make its last run between Victoria and Brighton?

30th April 1972

11. The National Railway Museum is home to which GWR 2-8-0?

2818 (The NRM is the owner, however it is currently displayed at STEAM in Swindon)

 

12. City of Truro has carried which two numbers during its existence?

3440 and 3717

13. What was the Kings power classification on BR?

8P

14. No. 7000 was named after the last chairman of the GWR. Who was he?

Viscount Portal

15. What was the name and number of the GWR’s only Pacific locomotive?

No 111 Great Bear

16. Which former railway-owned paddle steamer is still in Service?

Waverley

17. In what year were the first Ian Allan “abc” books published?

1942

18. In BR days brake vans were painted in either grey or bauxite. What was the difference between them?

Grey signified a non-fitted vehicle, bauxite was used for a fitted brake van.

19. How many wheels are there on a Co-Bo diesel?

Ten wheels in total. One bogie had six wheels and the other four.

20. What was the BR power classification of the “County” class?

6MT