Stop block installed.

An interim blog. We've had a few days off, but life on the railway goes on.

Here are some notes from the last 7 days:

PWay:

With thanks to Paul, Walt, Jim and Bert Ferrule for pictures.

 

 

 

STEVIE went out across the viaduct, seen here with Bert Ferrule at the controls.

You can just about make out the parapet on the left, coming into view.

 

In the area of Little Buckland some concrete sleepers were picked up from the lineside. These won't exactly enrich the PWay as they were discarded as broken during the extension build, but their recovery will help the lineside clearance flail, which doesn't appreciate lumps of concrete hidden in the brambles.

With its booty of sleepers and two rails secured on the trolley, STEVIE trundled south again, and can be seen here on the approach to Laverton.

There's plenty more to recover, so we will be seeing STEVIE out and about, albeit on non-running days (which are scarce hereabouts, there always seems to be something on)

 

 

One of our colleagues - we can even say one of our 'Andys', as we have several - has volunteered to prepare for sale our rail cut offs (from the Manor Lane cutting and shutting, and also from the Stanway Viaduct welding).

We have sold several, and we had the brainwave of putting them next to the 2807 boot scrapers, so that you can have a choice if you'd like to buy one (or buy one of each).

They come in two sizes, 9 inch (£25) and 12 inch (£35). People use them for anvils, or door stops at home, or just for fun. Whatever you can think of, but it does help the railway.

These here are in the lobby of the Cotswolds Halt cafe.

Over the last week the PWay gang has continued with refreshing the last 50 yards of siding 2 at Toddington, and installing a stop block on the end - it used to just sort of peter out.

Here, as a reminder, is what it used to look like, with the stock pulled back.

We last left the site with the bed dug out and one sleeper put in to get things started.

Next, the remaining 'new' concrete sleepers were all laid out. They are all ex Didbrook, and of the war-time economy variety. Too fragile for main line use (where some were cracking up after 40 years) but most were still great for use in sidings, so that is what we are doing here (and have plans for the rest too).

Here the rest of the economy sleepers are being laid out, brought in by Neal in the small Telehandler.

Neal? Isn't he on the Broadway project? Well, Neal can turn his hand to just about anything, so if you have a spare day, why not? Broadway is paused while we wait for the supply train, now re-scheduled for the first week in May.

This great shot, with Foremarke Hall just rolling in, shows many of the rails already laid back in. In the foreground is the site of the stop block, which still needs some thought, as it is quite big and there are services to avoid.

As an example, see the pit on the left which was constructed at an awkward diagonal angle. The sleepers need to be spaced around it.

 

 

 

 

The same view is seen here from the opposite side, taken by signalman John McMillan directly from the box.

Everybody is clearly taking an intererst.

 

 

Then we've got a couple of shots taken from the cab of STEVIE. The stop block was walked over by the RRV from the car park, dropped next to its intended position, measured up, the site dug out and obstructions dealt with, and then dropped in.

And there it is, in situ. STEVIE is such a marvellous tool for us. We could never have achieved this without a RRV.

The gang is just measuring up for the closure rails.

 

 

 

Here's the same shot from ground level - the closure rails are not yet in, but much of the ash ballast has been returned in between the sleepers.

In the background Dinmore Manor is just leaving.

This scene now looks very authentic. Stop block, Manor class loco, original goods shed, yard lamp, footbridge, signals.

So much has been achieved by the GWSR volunteers since we first took control of the site in the early 1980s. 

Below are some more snapshots of the new stop block in place, with all the ash filled back in.

This space is due to be occupied by 4 cosmetically restored vehicles, currently waiting at Winchcombe (see previous blog for a picture.)

Three Usketeers:

 

 

 

 

 

 

During the blogger absence the remaining three Usketeers carried on with lengthening the diamond paver path. Here it is started. We had a bit of money left in the kitty of donations so were able to buy a complement of blocks, but they are slightly different (there are many varieties) so you can see a break in the pattern.

 

 

 

 

At least the path is finished now.
 

No more taking a short cut across the grass (which is growing very slowly indeed, probably because of the low overnight temperatures that we are still seeing.)

 

 

 

 

 

John made himself very useful by completing the last bit of the grassed bed on the opposite side, which also reinstates the cutting toe drain channel that got filled in over the years.

 

Finally, a bit more topsoil was donated and we spread that out between the grassy edge and the spent ballast road. Now that needs seeding again. Hope it all grows before the opening ceremony on Wednesday May 8th (11am)

A look over the fence - RVR.

After a short holiday away from the railway we had the opportunity of a family event in E Sussex to take a look over the fence at the RVR - the Rother Valley Railway, at Robertsbridge. 

You may have read in the press that the company, affiliated to the K&ESR, has after a long wait now managed to secure the last of the trackbed necessary to join the temporary terminus at Bodium with the original junction at Robertsbridge. This map will make things clearer: (Source - RVR)

We had a look at both ends, starting with the North Bridge Street level crossing, marked by 'Mus' on the map on the yellow road at the end of the red line on the left. That line represents track already laid from the yard, acquired a long time ago now.

 

This is the current end of the line from Robertsbridge Junction. It has already seen a lot of investment, as there were 4 bridges that needed replacing along a low embankment.

On the right was Hodson's mill, the place where P class Pride of Sussex (their product) worked just after closure of the line. Behind the camera is the North Bridge St level crossing.

This is looking the opposite way. The dark lump in the middle is the remains of a simple bridge across the river Rother, a water course which features a lot in the life of the railway, hence its name. Beyond that is a field, which leads to the A21 bypass.

This is that simple bridge. Just two RSJs and, if like many of the other early bridges, with abutments made of early and now rather crumbly concrete.

 

Turning slightly to the left we see the most recent news item, a line of fencing stakes that lead across the field up to the A21. That follows the tree line from L to R.

This is a shot from a few yards further along North Bridge St, but looking at the same line of fence posts. The little blue patch in the middle is some safety fencing, indicating the site of the future L/C. There's a roundabout nearby, and a Pelican crossing, so traffic is slow here. The L/C will be a modern, power operated one.

We then went up to the junction, marked '2' on the map. The station was set out quite some time ago now, and has matured very nicely. Rambling roses and cherry trees grow along the fence line, behind which RVR volunteers are working on some of their rolling stock. The site was closed to visitors though.

This is a shot through the yard gates. On the left is the main line connection - with a shunting neck too short to take a whole excursion train, sadly dictated by the limited size of the site - and on the right the RVR line swings away downhill to North Bridge St. In the middle is the site of a future engine shed, and the recently opened Hither Green turntable, all but identical to the one we once took out of Ashford, and now on the Caledonian Railway.

Slightly to the left is the main line connection, and the turnout for the branch.

 

 

The station site is prepared for a station building and a toilet block in the KESR style, but so far only the toilet block has been built. The jagged line of bricks shows where the main station building will attach.

Towards the end of the line is a water tower and three well restored vans. A lot has been achieved on this otherwise cramped site, designed at the origin for a small branch line loco and two or three four wheelers only. The goods yard is also taken by the main line station car park, and let out to APCOA, so watch that you don't forget to pay.

There's a working level crossing by the station entrance, guarded by a still active little signal box. The line looked busy, and this train didn't even stop! It's a busy commuter line into London, from Hastings via Tonbridge to Charing Cross. Power comes from the third rail. (just visible)

The existing 10 mile KESR currently terminates at Bodiam, the site of a wonderful mediaeval castle, untouched by Cromwell's slighting.

Bodiam was built at a time when the sea came this far inland, and villagers were fed up by Norman raiders pillaging the local farms and villages. Once it was up the sea retreated, and Bodiam lost its purpose (and was therefore ignored by the Roundheads).

Ironically we saw a coach turn up to visit the castle. It was filled with French teenagers. Oi ! Is there no stopping you?

Bodiam station was the last station rebuilt by the KESR, and the station team, a bit like at Broadway, made a determined effort that it would be as original as possible. They did a grand job, we can report, it's a little jewel.

 

The USP of the area is hop picking, and the history of the Cockneys that came down from E London every summer to pick them.

On the right is a museum built in the local boarding and tin roof style, and on the let is a toilet block, as there wasn't one on site originally. It has been beautifully disguised as a coal office, only a small sign points tom its real purpose. No B&Q sheds on this railway!

 

Inside the little museum is a thoughtful display, with hop related objects, videos, and old photographs. This is for passengers to have something to do when the engine runs round.

Children get little plaques to fiddle with - eg What are hops for, you lift the knob, and inside is a beer mug.

We liked that. And the beer, Harveys in this area.

There's a map of the area, a video on a loop, and old photographs of Londoners arriving with all their worldly goods for a few weeks of hop picking and ribaldry. Long, special trains were laid on for them.

 

Outside a couple of cabins have been reproduced to show how people stayed during the season. Others were taken away on the back of lorries or carts to local farms.

Also on the site is a Mk1 glamping coach, run by an outside party. There are more at Northiam.

There were only three trains this early in the season. They weren't very busy (this one was the last of the three, it must be said). A modest refreshment room just about fits into the original station building.

The train consisted of Austerity No.25 and 4 carriages - 3 Mk1s, and one Maunsell nondescript, beautifully restored.

We are eagerly awaiting the relaunch of their GWR rail car No. W20W, possibly later this year. 

Could we invite it to the GWSR? They did run down the Honeybourne line, we have a photograph of one at Long Marston.

 

In one of the Mks there were interersting table tops, showing what there is to see along the line.

Several children besieged the engine driver, and he finally handed over what they had been clamouring for: a lump of coal each. Yes, it has become that rare that children want to take a bit home.

Here is the last train of the day leaving the charming station of Bodiam on the KESR.

And lastly, news of Cadbury No.1.

Remember Cadbury No.1, the locomotive that pulled our very first trains?

Here it is at Toddington, waiting to depart with one of the first trains, on 700 yds of track, later all the way to Hayles.

Another historic photo (both by Steve Hill) as the locomotive approaches the then end of the line near Hayles Abbey halt, later to be rebuilt on the right.

Cadbury No.1 was an Avonside 0-4-0, built in Bristol in 1925. It had a lovely marroon paint job, with gold letters over the tanks. Our needs for traction soon outgrew this little shunter, and it left the railway. It currently stands by the turntable in Tyseley, forgotten, uncared for, and with a tree growing out of the footplate.

Now someone wants to do something about it:

https://www.facebook.com/share/v/y46Fq1LPAWU5jJRp/

It's a commendable initiative, and we wish it every success.

However, for a permanent future this little gem really needs to stand inside, out of the weather, otherwise it will quickly return to its current state, with a hole in the smokebox and in one of the tanks.

What to do....?

Loading for Broadway.

Friday at Toddington

Essentially a day for transfering the dumper back to Winchcombe for someone else to use. We will need it again when we get the chance to dispose of the second half of the spoil accumulated behind the footbridge.

We cleaned and greased up the little dumper, and ran it back onto the trailer.  Then back to Winchcombe, unload, reverse park the trailer (tricky....) and finally proceed to Toddington to check the P2 roof sheets we had bought and stored in the old garage. They are priceless, as you cannot get them any more, their grade of thickness is no longer available in the UK, only thin, garden shed sort of stuff. If stored in the open in piles they are at risk from damp creeping in between the 100 or so sheets.

 

There were rumours that the PWay would make a start on Saturday of placing the stop block at Toddington, and relaying 50 yds of track.

It was satisfying to see that the stock had indeed been shunted out of the way, leaving the site clear for us to get to work.

Goods vehicles with an exterior refurb will be stabled here, so it should look quite attractive.

Paul was about with the fork lift. He positioned the second hand 'economy' sleepers out of Didbrook by the new stop block area, so that they will be within easy reach for when we start work.

These concrete sleepers will replace life expired wooden ones, which, we were informed, were the first sleepers ever to be laid on the GWSR. (alongside the goods shed) So pretty old then.

A whining sound in the station drew our attention to 'STEVIE' trundling through, with the results of a lineside clear up session in the Broadway direction in tow.

Saturday with the gang.

A good day, we did something quite different on Saturday - the relay of that siding at Toddington, with the planned placing of a stop block. It was true then.

Tea and sweets were consumed in the mess coach, as well as a bag full of unusual goodies that David brought back from a visit to Japan.

What is this? Should we eat it? Does it need hot water to activate?

This 'foreign food' was treated with some suspicion, PWayers are traditional guys. But some items, notably a large wagon wheel type thing but with more marshmallow, turned out to be quite popular.

 

 

Then it was off to Toddington, where the now partly empty 'siding 2' awaited us. This is to be stripped and rebuilt from the white dumpy bags to a new stop block on the ballast in the foreground.

The first job was to free up the fishplates. This was quite easy, as all of the ground consisted of locomotive ash, which was easy to dig into.

 

Steam dept. members told us that these rails here were among the earliest ever laid on the GWSR, and as they were for sidings the quality was low, the best parts being used on the future running line.

Here is a typical fishplate, with just two holes. Rails were heavily worn and short, and chairs came from all sorts of places. The Mills keys were rusted in solid, and fell apart when hammered out.

 

 

 

 

 

Once again our RRV STEVIE came into his own, and removed the rails, all of about 5m in length, so a real kit of parts, this siding.

The rails were laid to one side, and will, surprisingly be used again later. They will support only stationary vehicles, for display.

After that it was the turn of Dave in the Telehandler to scoop out what remained of the sleepers and chairs.

 

This length of siding used to be the location of 'TINA', the steam dept. Mk1 mess room coach, and after that was sold, it held some box vans and a unit from a DMU.

With all that cleared you got a new viewpoint for passing trains.

 

 

 

 

Here is one of the more unusual chairs that we uncovered. It is marked LNWR (1846 to 1922) and has 4 chair bolts, two of which we have never seen before

 

 

 

 

 

 

Once all the sleepers had been scooped up by Dave - any loose GWR throughbolt chairs being wheeled off for transformation into boot scrapers by the 2807 supporters - it was time to scoop up the ash ballast so as to make a new bed for the replacement concrete sleepers. 

 

 

 

 

 

 

 

 

The ash was dumped into the, er, ash bin. Well, that's what it's for, isn't it? We had rather a lot of it though, hope it's big enough. 

More trains passed by our relaying site.

 

This time it was Dinmore Manor, being overlooked by the yard lamp rescued from the platform at Winchcombe. Now it's in a yard, as it should be.

The stop board is for the siding adjacent to the one we were working on. This is known as 'Siding 1', which your blogger finds confusing, as it is actually the former up line, which forms an extended loop from the yard throat. The siding we were working on therefore is known as 'Siding 2', although it is the first one with a dead end.

 

 

 

After starting to excavate the ash ballast we hit a conduit, which caused some consternation as it was not advised. This is what the gang is staring at.

However, it turned out that all 4 cables in it were disused, and indeed cut at some point. But not subsequently removed. 

 

Then it was a break for lunch, this time in the new mess room built on the end of the goods shed in similar style.

Out of the window you got a great view of the big fan of a diesel locomotive below. Who can guess which type it is? This was positioned to propel three empty wagons into the car park, ready for loading with supplies for Broadway on Monday.

 

 

 

Back outside, and STEVIE got busy scraping the bed of the siding with the bucket.

The result was a very level bed, as the arm was locked, and the RRV ran along rails. 

 

 

 

 

 

 

 

 

After levelling the bed it was time to try out a first sleeper.

These are the wartime economy sleepers, ex Didbrook. So nothing is wasted.

 

 

 

 

 

 

 

Here's the first sleeper laid in. The rails actually continue to where the photographer is standing, that was the next rail joint.

The conclusion was that the bed wasn't quite deep enough yet. It only takes one sleeper to be a bit high, and the whole track panel is too high as well.

That was as far as we got on Saturday.

 

 

 

As a reminder, these are the wagons that have been externally restored, and which will go on to the relaid piece of siding 2.

That will improve the look of the locomotive shed area from the passing trains.

At the end of the afternoon we had the opportunity of a couple more shots of railway activity. We enjoy PWay work, but there are side attractions too that we enjoy.

Bert Ferrule gets a great shot of 37 215 as it passes with the last train to CRC on Saturday.

Some moments later there was an opportunity for an unusual stock move, 7820 Dinmore Manor with three Dogfish wagons out of the Parlour Road siding. These were propelled up the line.

  

 

A bit of GWSR history.

John Lees' photographs, put on line here:

https://www.flickr.com/photos/73536293@N02/albums/72157664738875108

are always a useful source of the early years on the GWSR. What did that siding look like when we took over the line? Was it true (as some claimed) that it was the first ever track to be laid by the volunteers?

Here is the Toddington track layout in 1960, after passenger services were stopped. A double track main line, and a loop alongside the goods shed.

With all the track lifted, we see the area of interest to us, between the goods shed and the signal box, in early 1980.

Then, in August 1981, the first signs of track laying. A compound of corrugated iron sheets was created next to the goods shed, reinstating the two main lines. But not yet the loop alongside the goods shed, later known as siding 2. So the two main lines were the first to be laid, the loop came after them, not quite the earliest track then.

A year later, in August 1982, the compound was removed again, to reveal that the up line now had a kink in it, to increase the width of the six foot, as the up line was considered a siding. This kink has given us a headache today, in getting the relaid crossover to fit. Ideally, the up line would be relaid as such (and not as a siding with a wider six foot) but today there is a bracket signal in the way.

Loading up for Broadway.

Three of us stood ready on Monday to help load thirty tons (!) of materials for Broadway in the Toddington car park.

Once on site it became clear that no help was needed at all.

 

The supplier came with a grab lorry and loaded bags of type 1 material straight into the trucks. No need for help here.

Ten bags fitted in each truck, and then there were further bags of sand, which were placed on top.

The type 1 will go to support in the floor of the P2 building, while the sand is to make up mortar for brick laying.

Speaking of brick laying, the third wagon - the Mermaid - was then filled by another supplier with blues, and the balance of reds that had been stored by a supplier since the P1 building was completed. They were part of the original order.

The total supply of materials for Broadway P2 is over 30 tons.

On top of the bricks we lifted the 4 RSJ ring beams, held down by a thick strap.

This train of 3 wagons is now ready to go to Broadway for unloading. However, the intended date for doing this - this Friday - has had to be cancelled due to the unexpected non-availability of one of the key players.

A new date is being researched. It's not easy to get everyone in line, and then fit it within our (non-) running schedule.

 

Meanwhile, John set about cleaning more of the curved angles for the ridge purlins under the greenhouse, while Neal offered his help to Paul from the PWay, to further excavate the site of the siding that we were relaying on Saturday.

He used the small Telehandler from the Toddington site, which worked quite well.

 

Neal also figured out - completely for himself - how deep the excavation had to be, and then devised a system for checking the depth without a laser level. It involved - a length of string and a stick. Paul was astounded.

This kind gesture will save a lot of time on Wednesday, when the sleepers are expected to be laid in. The stop block is planned to be positioned on Thursday, using STEVIE, the RRV.

Paul and Yours Truly spent the afternoon sorting the second hand sleepers from the Stanway viaduct into re-usable, and those not. There's quite a pile of them, as you can see.  We stacked the first 96 on the Warflat on Tuesday afternoon, being two of the piles in the picture

 

This is the start of the 'not suitable for re-use' pile.

It is very strange, but these are hardwood sleepers and they are not lasting well at all. Many are rotting, starting at the ends. Several have fungi growing on them.

These here will have their base plates removed, and some other second life found for them.

 

The blog will be slightly more intermittent for a short while now, due to family commitments.