Preservation's greatest civil engineering achievements

I wasn't seeking to belittle what the volunteers did on Bridge 30, the question is whether this is one of the greatest civil engineering achievements by a heritage railway, andI'd have to say it wasn't - at least, not in comparison with the Devistion, the recreation of the Welsh Highland, clearing Imberhorn cutting or the rebulding of the SVR and GWR after their landslips. Leave those out, though and it probably is at the top!

 

As someone said earlier, all the projects mentioned show the mettle and sheer class of the movement we share. While we're on bridges, easily forgotten is the the Severn Valley has had two new bridges inserted, those over the Bridgnorth and Bewdley by-passes; the Bridgnorth one so long ago it needs refurbishment. They both don't seem significant now, but were potential "line - closers" at the time.

For sheer magnitude of achievement though, it has to be the re - construction of the Welsh Highland, a long - abandoned line that none of us ever thought we'd see again. Yes there was external funding, but it didn't appear by magic, they had to go and fight for it, and a lot was put in by people digging into their own pockets over a long period. As well as the massive volunteer track laying effort, a number of bridges were designed by a volunteer, John Sreeves, including the three iconic truss bridges over the Afonydd Glaslyn, Nanmor and Dylif, the Nantmor Road bridge, the refurbishment of the hogsback bridges over he Afon Gwyrfai and the replacement of another of those with a modified, second - hand standard - gauge one, plus of course, Pont Croesor, all 210 feet of it. Not bad for amateurs, eh?

The Deviation either runs a very close second, or ties for first place.

None of which, in any way diminishes the magnitude of the clearance of Imberhorne Cutting!

 

I think you will find that both the Bridgnorth and Bewdley bypass bridges were inserted by the appropriate highways authority engaged on building the actual bypass roads, and not by the SVR as such.
I reiterate the point that the success or failure of any of these major projects, be it the Welsh Highland, rebuilding the washed out SVR or the collapsed GWSR embankments, NYMR's Bridge 30, or the Bluebell's recent project, due appreciation must be given to those in the background who sit down at the outset and plan the order in which the work is to be carried out, is it called a "critical path" or something similar?
Often I suspect that the person in charge of the planning, and then the day to day management is a professional engineer by day, or was before retirement.

Absolutely no disrespect to the Ffestiniog "deviationists", but I bet the "health and safety" regime in those days was less onerous than it is today for any civil engineering project on a heritage railway.

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A future contender could be the L & B with rebuilding Parracoombe bank, crossing the main road at Woody Bay and Dean Steep, a new station site at Lynton, a deviation at Whislandpound, the replacement of Lancey Brook Viaduct and a host of other minor obstacles.

 

ELR's Metrolink Hump, excavation of the Knowsley street cutting and Pilsworth road rail bridge not worthy of a mention ?, especially considering the limited months it had to be completed in.

 

Did the ELR have much to do with it? It seemed at the time as though it was all done for them

 

Indeed the ELR has much support locally, (indeed a bit less make inspire more volunteer effort), but ..
I Didnt realise that the thread was limited to volunteer effort..

It was a great achievement regardless.

 

Concentrating on buildings, the SVR's Kidderminster carriage shed stands out for me. Whilst I acknowledge the boosting effects of grant funding and contracted work, the sheer number of 8-coach rakes of coaching stock that were brought under cover effectively all at once cannot fail to impress.

 

I think it is very difficult to compare projects from different eras. Today with the equipment around and advancement in technology if you can raise the cash you can implement a project. Maybe it is down to legislation or because of the complexity of the an issue, or because more money is now available with grants but more and more we see the use of contractors and equipment rather than just volunteers, pick, shovel and sweat. You only have to compare the re building of the WHR and the FR extension from Ddualt to see the changes over time. OK one was a fair bit longer but both were esentially the rebuilding of a railway by the same company.

If we go back to the very first preservation line that, without any real funds, had to maintain and relay a railway with little more than hand tools and labour where the track and rolling stock was basically in intensive care whilst keeping the railway running against. How on earth do you compare that with some of the more substantial projects we see today. I don't think you can as they re worlds apart.

 

No question today you can't do it yourself anymore. The GWSR volunteers wanted to do the embankment job themselves. But it was clear that the professionals had to be used for future 'protection' for any possible legal situation.

And yes very many volunteers have vast professional backgrounds that they draw on. BUT as they are retired it doesn't count!!!

 

That doesn't seem to stop one or more railways using people to carry out legal work with no professional indemnity.

 

Most professional qualifications do not cease to be valid on retirement!

 

The qualifications don't cease but the qualified people tend not to carry the indemnity insurance they have when in practice. So while happy to contribute, quite reasonably won't take the ultimate responsibility to sign off or authorise work.