Running the Railway

The unusually warm, dry weather in October meant that construction work continued longer than expected. It also means that there have been more opportunities to run the railway.

A recently-acquired "bargain" Collett 0-6-0 is tried out with a train before going into the workshop for refurbishment and a change of identity.

The Collett 0-6-0 comes off the viaduct past the planned station site.

A Beattie Well tank has a short test run ...

... including a passage hrough the tunnel.

Another Collett 0-6-0, this one a very old "Mainline" model of number 3210, has just been "weathered" into the condition in which I knew its prototype the 1960s. We would have regarded this as a very "clean" engine!

The quarry has acquired a Hunslet 0-6-0ST to cope with the steep bank up from the quarry floor. It is named "Penelope Jane" in honour of the quarry engineer's wife. When she saw it recently she was not best pleased with its state of cleanliness, and the engineer has paid a girl from the village to come and give it a scrub while the driver has his lunch.

It's not only in India where illicit passengers ride on the coach roof.

Collett no 3210 runs light engine past a Jinty, waiting in the quarry spur.

"Playing trains" again today (2/11), mainly for test and photographic purposes. This is the "bargain" engine that appeared in GWR colours at the top of this post. It had clearly been rattling around in someone's toybox, was liberally spattered with food residue, and had lost any vulnerable protrusions. After a clean, a bit of repair work, a tender swop, a repaint and a new identity as 3218, this is how it looks. Not perfect, but much as I remember its prototype in 1965.

 

The figure with a camera on the loco represents me as a teenager, having blagged a ride from Glastonbury to Highbridge. The only non-authentic aspect of the tableau is that in reality I was so terrified by the rolling and lurching of the engine that I held on firmly with both hands and didn't take a single photograph on the footplate!

Relaying the double track

Last Sunday, I plucked up courage and started relaying the double-track section downhill from the viaduct. The original trackbed of this section of track was found to be too steep. Fortunately I found this out before I had laid too much track, and over the past two weeks I have lifted the track and remade the trackbed at a constant gradient of 1 in 50. I now have the first 6ft of double track down from the viaduct.

A ballast train on the new section of double track.

The ballast train.

The first passenger train over the new track, running wrong-line.

Next day, a further 6ft of double track was laid. It was then extended down the trackbed with temporary track, and tested with several locomotives and long trains.

Tangmere with 8 coaches is piloted by a 2P.

The train has crossed the viaduct and is starting the climb to the tunnel.
The gradient change through the station is evident on the coaches

The Quarry

After a break of several weeks and two demonstration sessions, work started again this week on the quarry. The final trackwork was laid for the exchange siding and shunter refuge spur, and the quarry floor was completed and given a steeply-descending line down to the lowest point.

The first picture shows one of the shunting engines with some wagons in the quarry bottom. It is clear from the angles of the wagons that the track is very uneven here, possibly damaged either by subsidence or a rockfall.

On another occasion, a Sentinel 0-4-0 is seen propelling three wagons up the short stretch of 1 in 15 from the deepest part of the quarry.

Sixty years later, a class 08 shunter lifts a ballast train out of the quarry...

... and propells it into the exchange siding.

The shunter then waits in the refuge spur until a main line loco comes to collect the train. On this occasion it was most unusually a Yeoman class 59.

The class 59 then leaves the quarry and heads over the viaduct ...

... and through the tunnel.

Back in time again, and a L&Y "Pug" storms out of the quarry with a single loaded wagon.



After the wagon has been added to the those in the exchange siding, the "Pug" returns to the refuge spur. The driver sounds his whistle in greeting as a train approaches on the main line.





Phase 1 Inspection

On 6th September 2011, a distinguished team of railway specialists was assembled to carry out the formal inspection of Phase 1 of the Garden Railway Project (GRP). The evening started with a tour of the railway in the inspection saloon, followed by a lineside viewing of several trains running specially for the occasion.

34067 "Tangmere" with a Phase 1 Inspection special.

The inspectors were given a copy of the Chief Engineer's pre-inspection report, and after satisfactory responses to several more questions, deemed the Railway to have passed its phase 1 inspection. The team then repaired to the house for a celebratory dinner.

It was pointed out that the loco that had pulled one of the GRP Phase 1 Inspection trains had earlier in the week pulled the "Atlantic Coast Express " on the big railway at the end of the garden, only a few yards from the GRP railway.

34067 "Tangmere" passes our garden.

For the Chief Engineer's report, see Annex 1 at the end of this post.



Quarry Siding

The trackbed is now in place for the main quarry siding. This leaves the main line just above the station, and is parallel with the main line for the length of the quarry. The gradient is level, so by the end of the siding, the main line is well above it. Track was laid temporarily to check levels and clearances, and this provided a photo-opportunity as a light engine on the main line passed our test engine.

A BR class 4 runs light down the main line from the tunnel past 37406, sitting simmering in the new siding.

There are two additional turnouts at the entrance to the siding. The first will lead to a short spur, long enough for a shunting engine and 2 or 3 stone trucks. This will allow the quarry shunter to transfer wagons between the main siding and the quarry without the need for access to the main line. The second turnout will lead down to the quarry floor on a steep gradient.

The arrangement of turnouts at the quarry.

As the shunting spur is unlikely ever to be used in model-land, I considered several alternative layouts including that shown below. I think I'll stick with the original though. 

An alternative turnout arrangement, considered but rejected.

Annex 1

GRP Phase 1 Inspection

Chief Engineer's Report.

The Garden Railway Project

The Garden Railway Project (GRP) is a project to construct a 00 scale railway in the garden of our house.

It was decided early in the project to divide the construction into phases. Phase 1 covers the section of track between the Bean Wigwam and the Oak Tree. Construction should then cease until the Chief Engineer is confident that the construction techniques have been seen to meet the environmental and other critical requirements. 

During phase 1, the content of phase 2 will be defined.

Objectives for Phase 1

1. Complete the detailed design of the phase 1 facilities.
2. Construct trackbed from the Bean Wigwam to the gate, and lay track.
3. Construct a removable section of track past the gate.
4. Construct a trackbed past the Oak Tree, with space for a station platform, and lay track.
5. Provide an electrical infrastructure for safe operation.
6. Provide a plan for phase 2, and an initial outline for the entire project.

Requirements

1. It shall be possible to run long trains, up to 12 coaches of the equivalent length in freight wagons.
2. The removable section past the gate shall allow passage of items at least as wide as the gate itself.
3. It shall be possible to open the gate with the removable section in place.
4. The railway shall be safe
5. The railway shall survive the annual climate with the minimum of maintenance.

 Design Decisions

1. The railway will be broadly based on the Somerset & Dorset around Midford, south of Bath.
2. The removable section will be a viaduct, based on the one at Midford.
3. There will be double track from the Bean Wigwam to the viaduct, becoming single on the viaduct and continuing single through the station.
4. The station will be based on Midford.
5. The rail will be Peco Streamline code 100, with “wood” sleepers.
6. The line will use DC control for the locomotives. The wiring shall not preclude future conversion to DCC if so required.
7. The topology of the garden necessitates gradients. The gradient shall not exceed 1 in 50 at any point on the main line
8. There will be no curves sharper than 48” radius on the main line, and wherever possible the radius will be greater than 72”. Any turnouts on the main line will be Peco Streamline “large” radius (1524mm).

Achievement of Phase 1 Objectives

1. The Requirements and Design Decisions are listed in the relevant sections of this document. Detailed design data and calculations are recorded in the Chief Engineer’s log book.
2. The basic trackbed is in place from the Bean Wigwam to the gate, and about 4 metres of track is laid (single only). However, some sections are steeper than 1 in 50, the worst being short sections of 1 in 30. This severely limits the hauling capacity of the locomotives, and is not acceptable. Some sections of trackbed are also very uneven, and have been levelled with unsuitable materials (B&Q window frame sealant). The contractor has been instructed to relay at his own expense this entire section of trackbed, with a maximum gradient of 1 in 50 and using shuttered rubbercrete to provide an even trackbed
3. The viaduct is complete with the exception of some detail painting, and the fitting of fencing. It has been designed and built, but not yet tested, to be weatherproof. It is reasonably easy to fit and remove. Electrical contact is currently through the fishplates, but ultimately a connector will be needed. The turnout is currently manually operated.
4. The track is laid past the Oak Tree, and the basic structure of a station platform constructed but not yet fitted. In view of the delays in construction of the section downhill from the viaduct, the Board agreed to go ahead with constructing a section uphill from the Oak Tree, and a tunnel under the path. This work necessitated the removal of about six cubic metres of earth and construction of a rockery garden (quarry).
5. A 230V mains to 16V AC transformer is fitted in the summer house. The 16V supply is taken to a weatherproof junction box on the Oak Tree, containing a DIN 6-way connector for a controller, and an output cable to the track just above the viaduct.
6. The plans for phase 2 and beyond are given in the sections below.

Plans for Phase 2

The following activities will occur during Phase 2:

1. Complete any unfinished Phase 1 work.
2. Continue the track down the “end” (south) fence and the east fence of the garden (bordering next-door's garden).  It should revert to double track soon after the tunnel. The proposed trackbed is pre-cast concrete lintels (Wickes).
3. Provide a long siding and a quarry siding in the “quarry” (rockery). This was partially completed as extra work during Phase 1.
4. Provide any necessary additional electrical infrastructure.
5. Investigate the feasibility of remotely controlling the turnouts, and implement if practical.
6. Design and implement a method for pre-assembling trains and “plugging in” to either end of the track. Ideally up to 12 coaches plus 2 locos, but it would be acceptable if a train this long was in two sections for transport.
7. Operation and maintenance of the railway would greatly benefit from an “indoor” or under-cover section, where trains can be stored between uses during an operating session, and easily “put on” and “taken off” the running lines. It would also provide somewhere to store the removable sections, control equipment, tools, etc. The minimum requirement is a shed 8ft  long, and sufficiently wide to provide the necessary access and storage. A review of potential locations concluded that the optimum location would be replacing the deep hedge behind the washing line, but other options are available. This should be investigated further during phase 2.
8. Provide a plan for phase 3, and refine the outline plans for the entire project.

The target date for completion of phase 2 is Spring 2012.

Plans beyond Phase 2

It is an aspiration to complete a circuit of track around the garden. Preliminary surveys have shown that the two most likely options are:

1. Complete the circuit with a removable section across the lawn, from just below the pond to just above the washing-line trellis
2. Complete the circuit with a removable section across the lawn, in the vicinity of the cherry blossom shrub planted in an island in the lawn. This would connect along a raised track in front of the raised beds, following the stone slab path, and a raised track in the hedge behind the border on the east side of the garden.

A decision on which option to take will be needed during phase 3, or possibly late phase 2.

Conclusions

Phase 1 is largely complete, but is now undergoing major rework on the double-track section. Significant extra work was completed beyond the original Phase 1 objectives, including the quarry bank and the tunnel. Plans for phase 2 and beyond have been defined.

It is proposed that work commence on phase 2 at the discretion of the Chief Engineer, with immediate effect.

Playing Trains

While a lot of work was done today on landscaping, electrical, viaduct and general tidying up, I also spent some time unashamedly playing trains.

37406 on the viaduct.

37406 "The Saltire Society" on the viaduct with a ballast train.

37406 emerges from the tunnel

60163 "Tornado" bursts out of the tunnel.

Tornado passes 37406.

37406 from Tornado's train

L&Y "Pug" 0-4-0ST

GWR 0-4-2T

Single-coach diesel unit with Hen Day headboard.

Hen Day special behind 75073.

Hen Day special behind Percy.

... and just to show we run freight trains too...

A rather grimy Stanier 8F leaves the tunnel on a short freight.

A freight train climbs past the quarry towards the tunnel.

A freshly-repainted Jinty banks a train into the tunnel.

The Tunnel

Today, work started in earnest on construction of the tunnel. The site was dug out, hardcore tamped in, and a level bed of conctrete laid. This will provide support for two rows of two building blocks, with a space beween them for the tunnel lining. The blocks will support removable paving slabs at the surface of the path.

On emerging from  the tunnel, the line will curve round to the left.

The tunnel construction site.

Having started tunnel construction, there is a need to get it finished as soon as possible to allow the path to be re-opened. Hence, today the removable treads and their supports were installed, and made good for tomorrow's predicted rain. With the engine in front of it it appears much bigger than necessary, but it will be better when it is landscaped and the portals fitted.

A short construction train simmers by the tunnel entrance, while a mechanical digger prepares the site.

The tunnel trackbed was in place today, and temporary track was again laid to ensure levels and gradients appeared correct. 9F no 92203 had the honour of heading the test train, with the portal (part detailed and unpainted) and a retaining wall in place. These are based on the south portal of Combe Down tunnel, Bath. The change of gradient from 1 in 50 to about 1 in 100 in the tunnel is clearly visible in the picture. It's perhaps rather sudden and will be smoothed in in the final trackwork.

A 9F emerges from the tunnel with a train.

(Sunday 21/8) The track is now laid through the tunnel, the tunnel liner is in place and the cavities filled with foam, and some outside landscaping is complete.

A 4F takes a train into the tunnel.

Penny assists with load-testing of the path over the tunnel.

Extending up the hill

The trackbed running up the hill from the viaduct to the tunnel was pretty well ready for tracklaying, so I thought I'd better get on with it while the weather was good. As I intended to include a turnout for a possible future quarry siding, I decided to firstly check that the layout of the siding is feasible. This I did with a few old bits of track, laid temporarily in place.
.

Trying out a potential layout for a quarry siding.

By close of play, I had about three metres of track laid and ballasted, including a turnout for the quarry, and with electrical feeds soldered in place where necessary. Between the viaduct and the turnout will be a station platform long enough for 3 or 4 coach local trains, and for this reason the gradient eases to almost level for a short distance above the viaduct.

The new section of track, waiting to be tidied up.

Next day, the ballasting and wiring was completed on the new section. The first train through after the engineering work was a local train pulled by "Tangmere", seen here arriving at the station.

"Tangmere" slows for the station.

"Tangmere" continues up the hill towards the tunnel.

A further 2 metres of track have now been laid, right up to the site of the tunnel entrance. A BR standard 4MT 4-6-0 no. 75073 takes a local train up the new section.

4MT 4-6-0 75073 approaches the tunnel.

Meanwhile, the civil engineers are busy preparing for the tunnel. It will be built under a path using the cut-and-cover technique, with the top removable for maintenance. The portals will be based on Combe Down tunnel. The picture shows the initial stage of construction of the lower entrance, based on Combe Down south portal.

The basic structure of the tunnel entrance, based on Combe Down south portal.