Bluebell Northern Extension - so what's occurring then?

Thanks for that.

The Alton Medstead section is our longest, so yes having a loop improves the frequency quite a bit. By the time you get run round though at EG and back to KC you'll be doing well to do it in much under 25 to 30 minutes and that might make gala scheduling more of a challenge.

 

OK, found the relevant stats. The cutting is 484 yards long between bridges; 12 yards wide at the base widening to about 35 yards at the top. The depth of waste was typically 11 - 12 yards, with another 2 - 3 yards depth of clay on top (i.e. at the widest point, so representing a large volume).

Tom

 

Not really - the frequency is still limited by the other sections (once one train departs SP; the quickest a second can depart following an arrival from HK is about 35 minutes later) because of the 15 minutes SP - HK section time. So a gala with 35 - 40 minute frequency is about the practical limit. One engine in steam from EG to KC doesn't affect that limit.

Tom

 

Dunno about the "intention" of the rule, but that is how we interpret it.

Edit: Not sure if this is significant, but thinking about it, at all three existing stations (i.e. SP, HK, KC), doing a run round involves running back through a platform that may have passengers on it - we don't currently have a station where the run round loop is remote from the platform (obviously that changes when EG opens fully). So I wonder whether our interpretation of the rule takes that into account. I think when you are running back through a platform that may have many people on it, not all of whom are necessarily familiar with railways; may include children, and where at least two of our platform run-rounds are sharply curved (KC and 4/5 at HK), having more eyes on the footplate is a definite advantage.

Anyway, that is how we currently operate and I don't suppose it will become more relaxed in the future, regardless of what happens on other lines.


As for ground frames, there is a ground frame that allows access from the loco yard to SP station proper. This is controlled normally by the running foreman at weekends, but by loco crew mid week. In order to operate it, a release has to be obtained from the SP signalman. The rest of the line (at least currently) is all controlled from signalboxes.

Tom

 

Writing as a qualified kingscote signalman i can assure you that it will be a token between Kingscote and east grinstead, anf that in addition the tokens will be released to drivers from one of two token machines at Kingscote.

Chris



EDIT No.2
Sorry about my previous comment which was the very first message I was struggling to send from my new smartphone. The tokens I was referring to previously are 'keys' released from one of two Tyers Token Block Instruements that will be neefed at Kingscote.

Chris

 

In legal terms, the Billingshurst signal box will cease to be a listed building when it is dismantled. It may be re-listed when re-erected at its new location, but listing is done by address - hence there are no listed locomotives!

 

Yes, but it can't be dismantled without consent and compliance with any conditions attached to that consent.

 

My understanding (I'm sure Chris can clarify) is that there will be two instruments at KC - one in the existing (south) signal box; one on the platform. A key can be released from either and returned from either, but there is no instrument at EG. Hence one engine in steam - there is no mechanism in normal service for one engine to get a key at KC and go to EG and then be followed by a second while the first engine remains at EG.

The reason for two instruments at KC is I believe that the signal box is currently a long way south of the station (probably more than 1/4 mile from box to north end of platform). So if trains have to cross at KC, you get tangled in operational knots if the token from a down EG - KC service has to be walked all the way to the south box and then be walked back to an "up" service waiting at the north end of the platform. Possible, but lots of walking for the signalman and would probably mean crossing two trains would take 15 minutes or more. Long term, if signalling is brought into the "north" box, the problem will disappear and then presumably we will only need one instrument at KC.

In other news, there is another update on the extension webpage, with views of preparation of the trackbed south of Imberhorne Lane, and installation of the Kingscote down home (colour light) signal. There are some more photos on John Sandys' Flickr stream, which includes a description (by one of the infratsructure guys) about the details of the drainage system. The details of P/Way are not my bag I'm afraid (despite my great-grandfather being the leading ganger between SP and HK in LBSC days...) so I can't add anything to what is written there!

Tom

 

Tom has pretty well hit the hammer on the head with his descripition of how the signalling will operate once the extension is opened. The reason I understand for having two seperate ground frames at East Grinstead is to seperate the levers needing to be pulled to run an engine round the platform loop and those levers needed to transfer a train between Bluebell and Network Rail systems. In the latter case the signalling can only be undertaken by personnel who have been specifically trained and approved by NR.

Chris

 

I wonder if over time the engineers masterminding the work in the cutting expect the formation to consolidate slightly, ie as the infill continues to compact under the influence of trains running over it, and any residual degradation of the infill, given that it looks as though the cutting base level has been raised by layers of both waste and clay capping.

Perhaps someone connected with the work could comment?

No ulterior motive for asking, just interest!

Thanks.

 

I thought it was only approx 2m of clay that had been left on top of the base level, and this had been part of the lining of the cutting before it was filled with rubbish.

 

I was going on the images on "another website", where it looked as though both clay and waste had been laid down, but it might well be that the waste was just there to dry out, and then moved on.
Still, if it does all settle slightly, it will ease the 1-60 a little!

 

Looking at the picture of the installed Down Home signal it appears that it is an LED fitted head. Will this be retained and if so, will that make the Bluebell the only preserved line with LED signals?

 

The SVR has a new LED signal at kidderminster to control movements onto the renewed mainline connection.

 

With the passage of trains there is likely to be some settlement.
This is only to be expected given the amount of material removed and replaced.

However much of the potential settlement will have been removed by the use of the compactor tractor (seen in many photos with the all steel wheels) The residual settlement will now be from within the ballast layers.
Again this will be reduced by the use of vibrollers or Wacker plates as is the custom on Network Rail relays.
This then leaves a small amount of possible settlement that I would expect to be in the order of 25mm max.

What sort of effect will this have on the gradient? - None, especially as it is likely to be uniform over the entire stretch.

 

Ploughman: Thanks for your response re the "settlement" question. Presumably the next significant action to be seen will be the "breakthrough" between the north and south sections where there is material to be moved. Presumably once track is laid that will allow the final removal of the remaining clay capping--presumably--to HK?

Regards

46118

 

That is still the plan AFAIK. Also, I believe that the initial track laying will be with a minimum of ballast; the final ballasting will happen with ballast bought in by rail and will therefore obviously proceed north to south. That plan is cheaper than bringing ballast in by road. It has not been commented on much, but I believe that one quite significant benefit of a connection to the national network is that it will enable p/way equipment and materials (especially ballast, but also tampers and other machinery etc) to be bought to the railway more cheaply than is the case now, where they have to come by road.

Tom

 

Tracklaying south of Imberhorne lane bridge started today - photos on John Sandys' Flickr site and also on Robert Philpot's site - where there is a photo showing railhead and bridge parapet, helping to give some scale.

Tom

 

Tom: Does the Bluebell already have suitable wagons available for the last push to remove the remaining "blockage" material to HK, or will it be necessary to hire some in?

Presumably as the digging/excavating commences on this last section of infill, the waste will stay at Imberhorne, and only clay capping as such move south?

Thanks in anticipation...