Usk in the rain

The Uskovites report:

Heavy rain all day....

OK, now this is what we want you to do:

- Get on your hands and knees in this paddling pool
- Make sure there is water in it,
- Fiddle with small bits of wire in the water at the bottom
- Expose your back and neck to the rain from above.

Enjoy!

Here is the scene of the crime, the paddling pool that at some stage we will be turning into the foundation slab for the Usk hut.

About half of it had an inch of water in the bottom, the rest was just wet from the rain yesterday. But we had more rain today, it only stopped for short half an hour long spells, and rained pretty much all day. At least it was still warmish, that is the best that can be said.






Before starting, and in order to allow the initial rain to cease, we had our doughnuts and tea in the mess coach with the others.

But then there for nothing for it, we might as well start.

The job in hand was to lay in the bottom layer of rebar, and tie it down.

In order to spare our knees and to try to keep them dry, we used spot boards from the block laying exercise.

And then it rained again, really hard, wet rain. Eventually we cracked, let's set the clock back to zero, have another cup of tea and see what the weather is like in half an hour.

The five Uskovites huddled together in the mess room kitchen, were they were trapped by John, who had one of his interminably long shaggy dog stories to tell, with a just about mildly funny ending. How we laughed! (it was relief that the end had come)

Usk grate and spare bar

While it was raining we took the grate from the Usk hut to the welding dept of C&W to see if they were willing to remove the three wasted and twisted firebars, and weld in some new ones.

A handy discovery was that the square bar in the grate was the same diameter as left over bits of spearhead fencing, used in Broadway.

The C&W welder said no problem, so we left the grate with him, very happy. What a nice bunch of guys.

While in the C&W building we had a quick look in the carpentry workshop, in the hope that some progress might have been made with the woodwork for the Broadway footbridge steps.

O joy! Eddy had managed to find the time to make a start. Here is a pile of timber that has been sawn to length (there is plenty more though)

In fact Eddy was occupied with a far more interesting piece. Luckily we had the foresight to save examples of the principal timbers used from the HIA bits, and here Eddy is making a copy of one of them. It's quite a complicated piece, with grooves down one side and part of it recessed at an angle.

The original timbers were all pretty good still, except the areas where they had stood or sat on the stringers. Here the stringers had rusted, and the timbers rotted, caused by water getting in between the two.

The original wood was pitch pine, which is very hard to get these days (at least for a price we can afford). The new timber is a lower quality softwood pine.

Re-emerging from the voluminous C&W shed we found the Usk gang on their hands and knees in the water at the bottom of the foundation pit. Now with extra mud, walked in from the sticky clay all around.

4270 was out with one of the two steam hauled trains today.

By lunch time were were pleased to report that the first layer of 40 bars was down, and tied into the surrounding pair of bars around the outside. The window of no rain was closing, so we repaired to the mess coach for our snap.

Of course we weren't the only people out and about, the Wednesday track measuring gang had been to do Toddington station, and in the middle of the day was starting on Winchcombe.

Others were getting training for walking the track patrols.

We started on the second layer, which went at right angles to the first. The second layer went rather more quickly, as there was less setting up and we could see where we were going.

The rain struck again. We tried standing under the oak tree, but after a while the leaves stopped holding back the raindrops and shed them on those underneath in large dollops. We looked round for somewhere else to hide.

The Toad brake was our choice. It wasn't easy to get into, as the running boards were missing. Neil had to abandon the climb, problem of knees (we are not the youngest).

Dave thought it was all a hoot.

By tea time the second layer was in! Doesn't it look neat, a real grid. It looked finished, but in fact quite a bit more work on this lower layer is needed, as we had to secure every other crossing point in the middle.

We decided to have an end of day cup of tea with the others, then returned to the site for a bit more, as it was finally a bit drier. We ended the day by tieing together about a quarter of the crossing points in the floor. With 80 bars crossing each other, we think there are about 400 knots to tie in, given that we only do every other one.

This corner is not yet tied down, but it shows one of the 'chairs' that have been loosely placed in position. They hold up the other, second layer of 80 bars.

The last down rain of the day was hauled by the usual diesel locomotive, today the class 47. The recently arrived Pannier tank should also start running soon, we think from Saturday. Come and see!

We do have a nice, rain free, steam locomotive picture to show you though. It happened on Monday at Broadway.

While we were painting inside the centre span, this little freight train turned up.

Great surprise, this was very unexpected as Mondays are usually traffic free. How nice to see 4270 though, with its short rake of goods wagons. We don't have very many of these, so its good to see some of the ones recently restored by the small C&W wagon gang actually out on a run.

As your blogger is a keen supporter of the GWR 4253 project at Rolvenden, it was very inspiring to see what that sister locomotive might look like one day. Brilliant, standing by the new Broadway footbridge. This big tank is very elegant, it has a certain sort of balance that is very pleasing.





A look over the fence - Bernina railway, CH


A chance to take a trip on the Bernina mountain railway occurred while on holiday at the northern end of lake Como.

Within 2 hours' drive of Malpensa airport the scenery changes from perfectly flat and industrial to this, reachable only by the Bernina railway line.

Alp Gruem station overlooks this.

The Bernina line is part of the Swiss Rhaetische Bahn (RhB) metre gauge system, the steepest adhesion worked line in Europe. The RhB operates almost entirely in the southern Swiss canton of Graubuenden, with an arm reaching just into northern Italy at Tirano. The latter town is about an hour's drive from lake Como, and one of the attractions we noted while planning the hols was a cable car ride up a mountain called the Diavolezza - the She Devil! This could be combined with a trip on the Bernina line, which stops at the cable car base station.

ABe 4/4 iii Nos 55 Diavolezza and 53 Tirano

Confusingly there is also a Bernina Express over the Bernina route, and this has observation cars with a supplement.

However, you can travel the same route on the ordinary passenger train, which runs every hour from Tirano. We liked it better, as it had fully opening windows from which you could look out and admire the train snaking away in front and behind you.



The ordinary trains are pulled by pairs of powerful EMUs, such as the two in the picture. Typically the train has 5 bogie carriages with large picture windows, in which you can sit with no supplement and see the same scenery as in the luxury train.

The departure from Tirano (Italy) is quite interesting, as within a few hundred yards the whole train crosses straight over a roundabout in one of the principal squares of the town! It then follows the main road north out of town, going smartly against the traffic. Such fun, and it all works.

Between Tirano and Alp Gruem.

In the picture the train is high above Tirano, having got there by an impressive series of 'S' bends and spirals. Pull down the window, breathe the mountain air and watch - no £million fines here.

Soon you are way above the valley floor. Tirano at 441m altitude is beyond the end of the valley in the distance, and we are now in Switzerland. The summit of the line is at 2253m, or 7400 feet above sea level. That's more than twice the height of Mt. Snowdon.

All of this is adhesion only, there are no rack sections.

At the Bernina summit there is a large lake, with mountains and glaciers behind. You can see the twin EMUs and the bogie carriages clearly in this shot.

A few minutes after the summit the line starts to descend towards St. Moritz, and in this high, treeless valley they built the base station of the Diavolezza cable car.

The halt for the railway - it's a request stop, you press a button like on a bus - is by the parked cars on the left.

It's a low level platform, and one that seems to have been lengthened at some point, as it carries on beyond a level crossing that goes right through the middle of it. Interesting....

ABe 4/4 ii 46.

As we paused before taking an amusing little travelator in the grass up to the entrance of the cable car, this single EMU came through. It's of a slightly older series, which has been withdrawn but for two service vehicles, one of which is No. 46.

The number system in Switzerland has always seemed a little obscure, but we googled it and came up with the following logical explanation:

AB - First and second class
e     - Electric
4/4  - four axles, of which 4 are powered
ii     - second generation of this series (the unit in the third picture above is from the later iii series)
46   - number of the vehicle.

So now you know.

Diavolezza cable car.

In the picture above the Bernina railway is at the bottom of the valley, and this cable car is on its way to the restaurant at the top, at an altitude of 4000m.  That's almost 4 times the height of Mt. Snowdon! The restaurant overlooks a glacier which twists and turns down a valley. The scenery is bare and treeless.

On the return journey our regular passenger train was hauled by the latest generation EMU, the Allegra series, manufactured by Stadler. This one has come south up the valley from St. Moritz and is about to stop at the Bernina Diavolezza request stop (we hope!)

Allegra EMU No. 3505

Traffic is really busy on this line, with its hourly service on a single track. This passing place is in the middle of nowhere in a forest, half way up a mountain.

The RhB ordered 15 of these Allegra units, which have replaced the earlier EMU generation, such as the single car passing above. A pair of them has 3000 HP, through 12 axles, of which 8 are powered. This makes it an ABe 8/12.

No. 3505 is named Giovanni Segantini, after a local alpine painter.

Further back down the valley we passed older EMU 56, named Corviglia after a summit near St. Moritz.

A fascinating echo from the past can be seen at one or two places along the RhB. These are S&H signal bells, which announced the coming of a train. It's an idea from the 19th century, and they haven't been seen on the (Continental) main line since the 1960s. They contained a clockwork mechanism powered by a weight which ran up and down the leg, and one, sometimes two, two bells on top. It was set off by an electrical signal from a distant hand powered generator, usually from a signal box or stationmaster's office at the next station. It was a system unknown in the UK.

If you want to hear one work, you can see it here on a short clip of one preserved in the SSN's museum steam depot in Rotterdam:

https://youtu.be/tBgdlEOUVnc

These things had to be attended of course, and wound up every day. The one in the video is unusual as it has an indicator showing how high the weight was in the foot, to give an idea if it needed to be wound up again.

Two more of them can be glimpsed in this shot at the intermediate station of Poschiavo, which also has the line's workshops.

The two signal bells are on the right, and there's also a small covered turntable, which wouldn't be able to handle the EMU behind, but was probably good for turning one of the earlier steamers.

On the return journey to Tirano the train ran down the middle of the street in this village, without the slightest hesitation. Cars are requested to hold back until the train has passed.

In case you thought you might just squeeze by, the answer is no, you can't.

You'll just have to wait, it won't take long.

Whether there were any traffic lights here was not immediately visible, but we enjoyed the experience. Trains clearly come first.

Nearer Tirano is one of the line's most remarkable structures, a spiral viaduct. In order to respect the ruling gradient of 7% the line goes right round itself, so that when you lean out of the window you can see where you have been.

https://youtu.be/VUqwBvY3QJY

In the above link you can make the journey down the line, right round the spiral. The spiral is at Brusio and was built in 1908.

Back in Tirano the line cuts across this roundabout. Obviously a picture with a train on it would have been the preferred option, but at the appointed time on the timetable, and after 20 minutes waiting fruitlessly by a cafe and Madame drumming her fingers in the hire car, no train came.

As we didn't want a nascent Diavolezza in the car, we hurried back.

Without the train the traffic gyrates merrily, and what warns them of a train coming down the narrow street centre right is not very obvious. It's a two way street too, but clearly only one way every half hour or so....

We were charmed to find one of these little propeller fitted level crossings round the corner. They must be very rare now, and exclusive to Italy.

On the approach of a train, the bell on top is rung from the inside, and the little propeller whirls round. That should stop anyone!

Eventually the L/C barrier drops down and the train passes.

We filmed one of these in Tuscany a few years back, and in this clip...

https://youtu.be/QMoiV2qZDCg

 ...you can see the influence they have on an Italian driver.

Two weeks in one

Monday at Broadway

Back from 2 weeks away, and it's painting again! Plus ca change...

The canopy gang wasn't idle during the break though, and a lot of undercoat has been applied to the supporting members of the footbridge.

On the P2 side, the hardwood treads have been laid in.

They are still loose, as all the holes need to be re-drilled, and then the treads are bolted down.

Monday wasn't sunny any more, there was some drizzle from time to time.

This turned out to be an ideal opportunity to start painting the underside of the centre span roof. On the steps all the corrugated iron sheets were primered, undercoated and top coated beforehand, but when the roof of the centre span was attached the underside was left bare in grey primer.

The supporting steelwork was painted in light stone, whereas this should be dark, something we will now correct.

There is a lot of this centre span roof to do, it looks endless from here!

There are many nooks and crannies in between the sheets, and between sheets and angle iron.

This has been noticed by cluster flies, who have set up shop in there. So when you poke a drippy paintbrush into the gaps, paint covered cluster flies drop out and land on the painter's head !

Meanwhile John is applying a second undercoat of dark stone to the towers, which are still dry despite spots of rain on and off.

Neal has set up camp on the P1 steps and in the picture can be seen drilling holes through the second hand hardwood treads recovered from HIA.

Strange object

The strange object isn't from a wet sponge throwing competition from the local scout fair, but an overlay for the treads Neal made to countersink the new holes.




Once the holes have been reamed out, Neal can drill the rest of the hole to fit the bolt, and then tie it all down nice and tight.

We've been very careful with money, using all these second hand (but in good condition) treads, so we are working nicely within the little budget we've been given.

Upstairs inside the centre span is a vast pile of ready painted T&G (see earlier painting blog posts....) which will go along the sides of the steps.

Larger beams will make a cross type bracing pattern. These have been sourced, and are currently with C&W for cutting to shape. However progress is slow due to the short timeframes available to use the machinery.

Looking east, towards the P1 end.

Looking west.

At the end of the afternoon two large sections (of 7) had been undercoated, and a large number of clusterflies painted brown. Looking from the Malvern end, the progress is quite good, but from the P1 end there is no sign of progress at all...

It will probably be 3 more sessions or so to undercoat the inside roof, then back for a second undercoat. The coverage of a light stone on to a dark grey primer is, as you can see, difficult. When we are done the sheets will have had 3 coats of paint, and it will all look a lot brighter.

A last shot at the end of Monday shows Neal at work on the intermediate landing, while John has completed the second undercoat of dark stone on the P1 towers.

Just to see where we are going, this 02.08.1904 shot shows what the sides of the steps will look like, with the bracing struts criss-crossing down the sides.

You can also see the canopy overhang touching the bottom of the steps, a structure we still need to do, probably next year now. We've already got about half of the structural bits, but more have to be made, and then the whole thing erected during the non-running season (of 2020).






Wednesday at Winchcombe

A lovely sunny day, to walk track, to measure up the track, and to prepare the foundations for the Usk building. Several of us were back from holidays, so we are getting back into gear.

Paul had brought a sizeable number of doughnuts, and he intended them to be eaten. Each volunteer that entered was 'offered' one:

Have a doughnut !

I don't really want to, I'm a stone overweight...

Doughnuts don't weigh a stone,
GO ON, HAVE A DOUGHNUT!!!

We ate a doughnut.

What do you reckon, which one is the winner?

Seeing the sun was out a few hopefuls had put on their shorts.

They arrived in a group, was it for a knobbly knees competition?

Lets see.

The track measurers continued their recording of our track assets south from Southam Lane, within striking distance of the end of the line at Hunting Butts. Would they get there by the end of the day?

A group on Saturday is also on the same job but nearer the middle of the line, so we have thrown two teams on it and are working two days a week to get the whole line done.

Five Usketeers continued with the foundations of the hut. We had wanted to be a lot further than this, but ordering of the steel rebar took a great deal of time, as well as administrative things like drawings, and getting planning permission. But now we are really off.

Where is our wire for tieing the rebar together? Well, I don't know...

Rob and Paul had an early discussion about the tieing wire, which was reported to have arrived but could not be found. Eventually Rob managed to trace it, in the C&W shed. Well of course!

Neal was tasked with consolidating the shuttering, as it will take quite a weight of concrete for a depth of 450mm.

We have now put in a new layer of type 1, which is much better and better workable. Willy the Whacker was needed to consolidate what we put in, but he wasn't at home. We traced him to friends at Toddington -  most jobs are like this, first you have to find the tools.

In the carpenter's workshop is an interesting pile - this is the wood for the cross braces of the Broadway step sides. Here it is, waiting for time on the machine to be cut to shape.

Over the last 2 weeks the C&M department completed the blockwork around the stop block, and this now looks really solid. It has to be, as the area around it will be back filled and it needs to take the load of potential vehicles that cut across the corner here.

Next is the lining of engineering blues.

Getting the level of the type 1 right took a long time, most of the morning in fact. Dave fetched a bucket of the stuff in the Telehandler, and three of us shovelled it into various low spots that were detected.

Repeatedly Willy the Whacker was run over the new bits shovelled in, but after whacking the spots were found to be too low still. More infill required then, and a second bucket load was fetched.

Finally the level was declared right, phew!

Next we needed to strengthen the outside of the shuttering against bowing out when the concrete goes in.

We got the trusty broken concrete sleepers in again for this job.

Dave P in the Telehandler got them so far, then they had to be manhandled the rest of the way, until they sat snug against the outside of the scaffolding boards..

The platform side was quite a challenge too, as the Telehandler couldn't really get round there. We resorted to a bit of trickery and two iron bars to get those in.

With the shuttering at the right level and well supported, we were able to proceed to the next stage. This was a floor of polythene sheeting.

Having made sure that it covered the floor and sides completely, Neil nailed it down round the edges.




Then we broke for lunch in a hot mess coach. We opened the doors wide, and this gave a grandstand view of them in the passing trains. Or us, if sitting in the train. We waved, of course.

After lunch, those lengths of rebar. Here they all are, cut to length and bent where required. It took a long time to get these, and at a price we could afford with our little budget. But here they are, and we can start laying them in!

Paul explains to a doubtful Neil how it's all going to work

We scratched our head a bit about spacing, but we do have a drawing, but that's not the whole story. Luckily smartphones have calculators built in these days.

This length of bar, and 3 others like it, needed marking with a pen at the interval calculated.

In between were the trains, still reasonably full it seemed to us. They (and all the activities today) were hard to photograph, due to the low and quite intense autumn light we now get.

At the end of the afternoon we had laid in, but not yet spaced out, the first 40 lengths of rebar in our polythene lined 'paddling pool'. Hope it doesn't rain too much before the concrete comes. We reckon we need another one, perhaps 2 days to finish the rebars, then the concrete can go in.

Looking at the picture above, Neil and Paul looked quite pleased with the result today. We made real progess - the shuttering is in, level and reinforced, the type 1 down, level and compacted, the sheet is in, and we have started on the rebar frame.

Now for tea in the Coffeepot.

Today's other steamer was 4270, here rolling into Winchcombe with a late afternoon train from Cheltenham.

Again the light is tricky - the centre of the train is brightly lit, while the rest is in the shadows, and this is after a light sprinkling of Photoshop fairy dust.

The light didn't bother the tea drinkers. We drank lots of tea, no matter that the rake of carriages that came in with 4270 was all pale in the strong sunlight. It was quite warm too.

The measuring team came in with this train, and reported reaching the end of the line at Hunting Butts. That includes the two long platform tracks at CRC.

Well done, lads!

Then the diesel came, with the last train south for the day. A snarl made our hearts jump, because it announced the popular Green Goddess class 37. We've finished for the day, but of course the loco crew have another return journey to complete, then dispose of the engine.