Gloucester Warwickshire Railway extension

Sustrans own it, but there is a council order to allow the line to be layed on one side to Honeybourne. Its in a thread somewhere, possibily this one earlier into it!

 

Re: Laverton Bridge

And here it is!

http://nigel-black.fotopic.net/p68259107.html

 

It looks like the sleepers change from concrete to wooden as the track reaches the bridge beams. Is there a technical reason for this or is it simply down to the materials available?
Just curious!

Keith

 

Weight?

 

Most, if not all, of our over bridges have timber sleepers, eg Stanway viaduct, occupation bridge at Stanton and those on the Cheltenham stretch.

Yes, weight reduction to some extent but timber tends to absorb some of the potential pounding on the bridge structure and we don't put joints on the bridges either for same reason, the viaduct is an exception though due to length.

 

Ah! Seems quite logical now that you've both said it!

Thanks for the replies

Keith

 

I understand that the Railway inspectorate generally frown on the use of CWR on heritage railways, although there are exceptions, as ever.

 

Why? Surely CWR reduces maintenance and creates a better quality railway.... IIRC CWR was used through Bishops Cleeve to satisfy planning concerns and reduce noise in a residential area.

 

*Could you have used ... would that have helped

 

And the fact that the railway had a load of brand new rails in shortish lengths recovered from rail link to LHR, I believe, that were best utilised by welding up.

 

I'm not a PW person but it is my understanding that CWR requires a much higher level of installation standard to avoid the risks of buckling and heritage railways generally don't have the equipment and materials available to both install and maintain. Welded joints over relatively short lengths for specific purposes are OK. Perhaps one of our PW gurus can give a better explanation?

 

The prime reason for CWR installation is reduced/almost nil maintenance in respect to Heritage railways. We have an all volunteer work force and when I call for fishplate greasing and dipped joint packing the gang numbers reduce somewhat!

You are right it does take a little more in the way of installation but a weld is a similar cost to a fishplated joint if you take into account materials to cut rail, drill it and then procure the plates, then to maintain it. Again, there is the need for a larger ballast shoulder to stop the formation buckling, an on cost at the start and of course the stressing.

We are currently just about to commence the lining, tamping and stressing of the 2.35km section from Stanway to Laverton to allow opening next year. If this is as maintenance free as the CWR section through Woodmancote/B.Cleeve we will be well chuffed! (excuse the pun)

Note I do believe the SVR now have sections of steel sleepered CWR, not surprised as the former head of GWR PWay works there........

 

Do you mean a grammAr lesson ?

Bob.

 

*mistake

 

I'm not sure if it been mentioned before but I've been wondering it since your gala in the summer. How do you check the weld when you install it and how do you check once it’s in use?

 

There is certainly a run of CWR on the SVR just south of Victoria bridge, one of the areas relaid after the great flood. Also around Hoo Road bridge Kidderminster where in 2009 the SVR acquired some 700 yards of CWR at no cost to the railway. Future Welding Ltd wanted a test site to demonstrate to NR their capability to flash-butt rail on site. From the account in SVR News it was a successful exercise.