Tick - tock.

Saturday in the sun at Peasebrook.

It was a fresh, sunny day, but there were only 6 of us. It does ease the task when there are lots, so the day was rather full on for the small gang on Saturday.

We had three sites to address, but in the end managed only one - at Peasebrook. 

 

While setting out the site boards, we found the vegetation increasingly enveloping the haul road on the way to Broadway. At this point the way was only 2-3m wide, and the brambles ripped at the side of the truck and bent the mirrors back. We need some sort of flail here, like when we opened 5 years ago.

 

In the middle distance is the Peasebrook farm accommodation underbridge, and just north of here the ballast is very thick, too much really. That means that there is relatively little ballast holding in the sleeper ends, so the constant expansion and contraction of the CWR here leads to persistent irregularities, which you can just about make out in the distance on the picture here.

There is also a bit of a structural kink, a place where the track, when originally laid, changed course very slightly when it was realised that we were drifting towards the middle, instead of along the Malvern side.

 

 

 We waited for the first train down from Broadway, here hauled by our magnificent beastie 35006 P&O.

P&O was a good 10 minutes late, and the driver really opened her up after our speed restriction, we've never heard the Bulleid chatter like that on our line before.

Later in the day P&O was on time again, so the acceleration did its job.

 

 

 

 

 

As the track is balanced on a high pile of ballast here, the Malvern side has a tendency to sink, as there isn't enough to hold it up. 

The Robels were in full cry therefore, as Bert Ferrule and David measured the dip further along, ready for moving the pan jacks along a further length.

 

 

 

 

The second loco out today was Dinmore Manor, and it was pleasing to see quite a good passenger turnout on this sunny day, possibly because the road closure at Toddington was finally lifted.

 

We were working alongside the Peasebrook Farm Stud, and it was interesting to note that despite the banging and moped like chattering of the Robels the horses below couldn't care less. When we laid the track there was quite a degree of nervousness from several horse owning neighbours, but they all got used to us, and there was no harm done.

 

We used the Robels so much (over a lengthy 100yds) that we had to stop to refuel at one stage.

 

It was quite a spectacle to watch. David had brought two folding chairs, but sitting to watch your mates do the work looks a bit like abuse....

And now - relax... This is retirement, on the GWSR.

 But wait, what is that warning label hanging under the chair?

 

 

 

 

We guessed that it would be another one of those superfluous safety warnings, and were not disappointed. Do we really need to be told not to allow the chair to tip over?

And what's that random warning about carelessness causing fires?

At least it didn't warn us not to ingest the product....

 

 

 

 

 

 

It took us all day to do the long 100 yards at Peasebrook. We fixed the Malvern side dip, but not the associated wiggle. That'll be for another day, but at least the worst issue is resolved.

We finished the day at Winchcombe as usual, and, walking to the Coffeepot, we ran into Alex, lettering up the MACAW that he and another wagon supporter have restored.

 

 If you can't read the design, it says:

RETURN TO 

GWR

NOT COMMON USER.

 

We hope that is clear now....

Monday at Broadway.

An arrival at Broadway...

A clock, to be suspended from a truss over the platform. This was at the request of the operating staff. Fortunately a supporter stepped forward with a circular drum clock (similar to the one at Toddington) which was purchased quite some time ago via an auction, and was said to have come from Chippenham.

 

 

This clock was mechanical, and was wound with a key through a hole in the dial. But, suspended from a truss as it was, winding it once a week would mean standing right on top of a stepladder and then still reaching up. Not really practical.

Thoughts then turned to finding some way of remote winding of the fusee mechanism. We spoke to a number of clock makers, but none could devise a reliable way of doing this (electrically, or with a chain from inside the building etc)

Finally it was agreed with the donor that we would preserve the outside of the clock, remove the original mechanism, and replace it with an electric one, driven by a master clock in the ticket office.

The original fusee movement is now spare. Below is a picture of what it used to look like.

Original mechanical clock movement.

It has to be said that the clock making firm that did agree to help us made a fine job of the conversion. The dial was cleaned and retouched where required. They found no trace of any lettering.

Monday was the day that they came to fit it.

The fitting made a pleasing diversion to sweeping up pine needles, and luckily we have an extra long platform bench just at the right spot.

Outside on the forecourt contractors were removing the remains of an inspection pit and cover that had collapsed under the weight of the many coaches that park outside the station.

It is being replaced with a more chunky example, and a pukka concrete chamber.

We then had a brief trip to Toddington, to complete painting the yard lamp post there with the last decorative touches of dark stone. The post itself is now ready, but it still needs the ladder and platform completing.

On the unloading road we found the frames of 2807. We understand that it is due to go to a specialist contractor to have its boiler refitted.

As we left to return to Broadway, painting complete, the haulier arrived with a long trailer in tow, and a barrier vehicle. It always amazes us how they get round the little roundabout by the Spar shop! But they manage.

Back at Broadway the clock was up, and Neal was placing conduits into the ticket office, where the master clock will be located.

The clockmaker will be back in a next week to link the master and slave clocks, and then they can run.

We rather like the hour hand, with a heart shape at the end. Very decorative.

 

Originally the stations along our line did have platform clocks, but none survive today. If you look at some of the earlier photographs of stations showing their platform side, you can just about make out a clock in two of them:

Gotherington clock.

Toddington clock.

As you can see they were the classic drop case clock, like the ones in the Booking Office at Broadway.  However, they look vulnerable to theft, being outside. Just stand on a bench and lift it off. So our 'drum' type clock, attached to a truss, is probably a good compromise.

 On Wednesday, passengers were milling about underneath the new clock:

The crowds, although pleasing, were a little bit deceptive, as many had come on coach parties that were one way, and the train itself wasn't particularly full when it left.

 

 

 

Thursday with the Usketeers.

Good weather for laying blocks! There were four of us, and three were on laying stones, with one on the mixer in support. A perfect combination.

 

Today we had master backer-upper Jules with us. He paired with Dave on the inside, while Paul was on the outside laying facing blocks, and starting to think about the chimney. Together they made rapid progress, as the gable end gets ever narrower.

We even had a compliment from a member of the board, to say how well we were doing. No more doubts about our abilities to re-erect a historic building now!

At the start of the day we laid out some blocks for Paul to play with, and after thinking about it for a while, we decided that this level, once bedded in, would be the foundation level for the brick chimney.

Originally the chimney was built right on top (it's a bit unclear from our record photographs, due to the growth of ivy around that area) but we would like to start a couple of courses earlier, so that the brick chimney is bedded in, rather than sitting on top.

 

 

 

It was a cold morning today, and we smiled when we saw the smoke rising from the chimney of the signal box.

Obviously the bobby doesn't like to be cold. It's the first time this year. It was fed with scraps of wood, we noticed.

 

 

 

 

Paul then started on the row of blocks, 5 inches high this one, beginning at the signal box end.

Nearest the camera there was still something of a void over the fireplace and around the chimney liner, a job that Dave set out to fulfill. (and in fact did by the end of the day)

 

 

We had a mid-morning break, and bit into the very first Christmas mince pies this year. They each had a snowflake on. Very seasonal, if it were Christmas now.

How many more shopping days to Christmas?

Go on - take one! Don't mind if I do, they go well with the coffee.

Here is why we enjoy working on our railway so much - good cameraderie, and a sense of achievement. As Pacifics trundle by.

The next discussion was about the footprint of the chimney. We scrutinised our drawings, laid out two potential candidates, and decided that this is the one. Basically two bricks by three.

Paul then set out where exactly the chimney will start.

He dropped a centre line from the gable end, put on a dab of mortar and marked a line where the centre of the chimney is to be.

We then measured 37.5cm in each direction, to determine up to which point we would be laying blocks from the sides.

 

 

Now came the tricky bit for yours truly - find two rows of blocks that exactly fit the spaces left and right of the bottom row of bricks laid out.

How deep would the chimney base be embedded? Paul is measuring just that.

 

The first row was found, ending in a sharp point for the angle of the roof of course.

Here Paul is putting down a bed of mortar for the right hand row. Backing up continues inside, as we build up the front.

As it happened, we had one block with a sharp edge that exactly fitted the RH space. Weren't those builders in 1850 clever? They had a stone for every occasion.

Then there was a crescendo roar:

An A400 came out of the Sudeley Castle valley, and flew almost right overhead. They call this flying at tree top level, don't they? You can see why.

Then back inside the building, to show how Jules and Dave were getting on.

As you can see, they have followed what Paul was doing on the front with stone at the back, and there is only a relatively small space left to fill to get to the top. Filler stone was specially selected to come out with a flat surface, to match what was going on at the front, and to allow a start to be made on the chimney next week.

Do you doubt us? You better not!

 

A look over the fence: North Devon

Our 6 monthly visit to EA is now combined with a further extended tour of the SW area, this time around north Devon.

The first stop was on the Tarka trail cycle path, where the little settlement of Instow held a beautifully preserved LSWR signal box. 

 

It looks as if a train might arrive soon, but the rails were laid back by the supporters' group, and stop on the other side of the level crossing, alas. Then it's Tarmac all the way back to Barnstaple. Behind the camera lies Bideford, further up the Torridge estuary.  

The magazine of the supporters' group reported that a member had donated (!) one of the heavy brass INSTOW name plates from the WC Bulleid pacific. Cue numerous letters in the next issue about where was that scrapped then, and it's not in my ABC.

Alas, it was an April Fool. There was no Instow pacific, although it's a pretty little place and well worth a namer.

Looking across the Torridge estuary to Appledore, which was worth naming a WC pacific.

A short cycle ride along the Tarka trackbed path, and we get to Bideford, headquarters of the Bideford Railway Heritage Centre.

 

Here again a short stretch of track has been relaid. It's a few 100 yards behind the camera, as in this direction is blocked by a rail over road bridge, which has had to be raised to accommodate higher road traffic. The station site comprises original downside station building (currently empty), a replica signal box (see below), a PMV as a museum and a Mk1 cafe. Due to the Tarka trail the site gets a fair bit off footfall, but it's seasonal and hardly a cash cow.

 

 

 

 

 

 

 

 

 

 

 

 

We asked about these rather sad looking barley twist lamp posts on the station forecourt, and were told that the forecourt is owned by a third party, and there wasn't anything they could do to repair the vandalised lanterns. Vandals also visited the Mk1 cafe during Covid. The broken windows have been repaired now, but it shows that kids soon find out when something is not occupied.

 

 

This view from the Barnstaple end shows that the bridge deck is now at the level of the platforms, making the reinstatement of a working railway through here difficult.

It surprised us how many double deckers - in fact exclusively double deckers - that we saw on country routes. Is that because the bus companies want to standardise on a single size? It has led to the removal of several (disused) railway bridges.

 

Something that you might not notice at first look is that the bridge is made of cast iron. You don't see that very often, it's an old Victorian practice. Note that it doesn't need painting, it just forms a sort of orange coat of powdery rust, and stays like that.

That said, the salty sea air along the coast has a nefarious effect on plain steel, as we saw on the rusty reinstated signal posts, and several preserved boats along the Bideford quayside.

 

Behind the camera on the bridge is this view - the trackbed, with Tarka trail, leading to Instow. You can see it drop back down from the raised bridge level. Local campaigners would like trains services from Barnstaple to be reinstated, and they would have to terminate here, just short of the original station. Note the starter signal the supporters have just installed - it's in the 'off' position! 

This location has one advantage for passengers - they can walk straight off the platform and into the bar of the Royal Hotel. That must be all but unique in the UK. Cheers!

Inside the PMV on site there is a very well executed museum about the line. We could learn from that, we don't have anything like it on the GWSR.

Ticket office.

 

 

Interactive display.

 

 

 

 

 

 

 

 

 

 

 

 

The ticket office looks very genuine. We had the chance to have one like it at Broadway, but it wasn't wanted. A modern interior was preferred.

The amazing thing is that we are looking along half the width of the PMV. Yet when you peer through the ticket window on the right, you see a big room full of ticket clerks. It's actually a big photograph on the back wall, a trompe l'oeuil.

The interactive display is also great. We hadn't seen one of these before. It's some sort of flat screen on a stand, filled with historic photographs and push buttons at the bottom to select your desired subject. In this way it tells the history of the line, and you can make it as long or as short as you want to.

Everything was free, but donations were of course encouraged. That was made more attractive by a floor to ceiling, glass fronted display with a slot at the top, and three different routes for the £1 coins (they hope, what's a pound these days?) to drop along a zig-zag course to the collection box at the bottom. Of course we had to try all three ! Child's play really, but who can resist?

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Then a quick look round the Bideford signal box. It's a re-creation from the ground up. Didn't they do well? 

Recognise that Victorian oil lamp? It's the same as the one in the Broadway booking office, probably made by Hinks in Birmingham in the Crystal Lamp Works on the corner of Great Hampton Street.

Bideford was on the line south from Barnstaple to Halwill, a junction on the East-West line from Okehampton to Bude. That closed too, but there is hope with the recently reopened line from Exeter to Okehampton

Next stop for us was Bude. Another great seaside destination for the Atlantic Coast Express. The terminus platforms were even lengthened from 12 coaches to 15! But traffic declined after the war, and in 1966 the Bude branch closed. There is nothing to see of railway interest, so here's a shot of the seaside:

Bude's 1930s tidal sea pool, with a surfing school shivering on the windy shore.

But wait, there is a great museum in what is known as the castle, albeit a fake one, built in 1830 as a country house. (The Castle Heritage Centre) It has an excellent section on Bude's railway history, including a film of trains arriving and an original BUDE WC pacific name plate, securely bolted to the wall (!). No April fool here, the Bulleid pacific came down to Bude to get its name plate, even though the axle loading was a little higher than desirable.

Interestingly, our B&B was near Holsworthy and, curious about passing under a viaduct with a missing end, we learned that Holsworth station was situated exactly between two large viaducts, now part of a cycle path. There was even a canal and inclined planes to Holsworthy, with the sea end of it at Bude and featuring one of only two working sea locks in the UK. Quite fascinating.

 

 

In the staircase of Bude museum we spotted this mechanical two faced clock from the old station, with 'BR' on the dial. The dropcase with pendulum and weights was set back into the wall, which is unusual. Because of the inscription, the attached ticket ventured that it was from 1958. We thought it was a lot older than that. In fact if you look at Victorian pictures of Bude station you can just about make out a circular clock face sticking out over the platform.

We spoke to the curator, and offered to find out more, which was readily agreed. Thanks to a friendly contact at www.railwayclocks.net we were able to ascertain that it was, as suspected, the original station clock from the opening by the LSWR in 1898. A dial is easily painted over! So it is 124 years old in fact.

 

For the clock afficionados among us, here are some extra facts about it. From its shape we suspected a Kays of Worcester clock, like the one in store with the Railway Archiving Trust at Toddington. But it wasn't:

Supplier: John Gaydon/ J.F. Fox, Barnstaple (a known supplier to the LSWR)

Likely actual manufacturer: John Webster, Cornhill, London

Dial size: 24 inch

Purchase cost: £25

Purchase date: 1898

Annual maintenance cost: 45/-

On the way back we thought we'd drop into Okehampton station, but the map showed a nearby reservoir and viaduct, which looked more interesting, so we checked that out instead.

 

 

This is that reservoir, built at Meldon (of the quarry fame) as recently as 1972. It nestles into the foothills of Dartmoor. Behind the camera is Meldon viaduct, the first major item of infrastructure out of Okehampton on the way to Tavistock and Plymouth, completing the possible deviation round Dartmoor that avoids Dawlish.

Now here we're looking down from the reservoir, and in the distance you can see Meldon Viaduct of the same name.

A bit nearer to Meldon viaduct. This was a two road structure, originating from 1874, and was unusual in that it had both cast iron and wrought iron elements in it. Passenger services on the line round Dartmoor were halted in 1968, but the viaduct continued to be used for shunting freight trains from the nearby quarry, until an assessment deemed it unsafe for trains. It was refurbished for use by cyclists on 'The Granite Way'. Sadly, if the line around Dartmoor were to be reopened, it is thought that Meldon viaduct would need complete replacement. 

Meldon viaduct is a Scheduled Ancient Monument, a magnificent structure and witness to our Victorian construction skills.




To orientate readers we photographed the accompanying display in the car park at the reservoir.

Okehampton station is top right, the viaduct centre right, and the trackbed to Halwill and Bude can be made out, branching off in the centre. Tavistock and Plymouth are off the bottom left.