Out first job of the day was to quickly replace a timber in the turnout main-line-to-C&W-sidings.
We were disturbed in our doings by the class 26 trundling into Winchcombe.
Then it was back to the business in hand. This timber was found to have a hole burned into it, so had to go.
Luckily this was withing the yard, only a short walk from where we had stored a replacement. It came out easily enough; then a replacement was pulled in using the nips.
As soon as Toddy box accepted it, they let go the blue class 37.
It's all fun for the diesel supporters, and we saw quite a few of them today. It's nice to ring the changes.
You can see all the afficionados on the end of the platform here, having detrained from the DMU hauled by the class 73. That has to be a strange combination.
Our gang today was small, and it's no wonder - Dave here is second manning the diesel for example.
Come on, how about wielding a shovel down here with us?
Another member of the PWay gang was spotted on the cushions, two days running! That's very keen.
Notice Neil leaning on the Landie, and the Landie leaning back. Incomprehensible, Neal was on salad rations at lunch too. Our money is on a suspension issue with the Landie...
'ONSLAUGHT' rolled into Winchcombe, past a considerable bank of photographers, stationed in an arc from one platform end to another, even peeping out from a gap next to the signal box. Diesel fans also had the opportunity to wander down to the far end of the C&W shed, where an area for them had been prepared. This gave an excellent vantage point for them.
We then retired for a breather and a light lunch. That's what we tell our wives, who don't know about Mr. B's cakes. Vanilla and chocolate fairy cakes today; we sent the box back empty to the bakery.
(and it wasn't Michael Cane BTW who coined this phrase, but Peter Sellers)
Here we are on an interminable straight between the tunnel mouth at Greet and the big cutting at Dixton. A twist had been reported here, and we came to see for ourselves, and perhaps even fix it straight away.
The arrival of visitor D7017 gave us an opportunity to observe the behaviour of the track, and indeed the train above it. The problem wasn't so obvious with this method however, as there was a temporary speed restriction so the train just casually trundled over the problem at 10 mph.
Plan B was less practical but more scientific - get the track gauge out and measure everything.
This revealed that there was indeed a height difference for a short stretch, which would give the twisting effect reported by the loco crews.
Of course there is another way of checking the levels, old but always reliable - put your eye on the rail and look along it.
The two measurements gave Nigel all the information he needed, and devise the measures required to take the twist out.
We think the answer lies in this small group of 2 - 3 trees, which have been allowed to grow very close to the track. Their roots, which extend as far out as the canopy above is wide, influence the water content of the trackbed under the rails. You can also observe some slight abnormalities in the straightness of the rails, also caused by movements below ground.
It's taken at 3 arch bridge, well known to photographers, but not from this angle. Enjoy !
Already reported on the S&T blog but without a shot of the end of day result, here is a picture of the space created between two lamp posts following the removal of about a quarter of the concrete ducting that has been stored on P2 at Broadway for quite a while now.
Down below, work has started on the car park - great stuff.
The first job is to remove a top layer of about a foot. This will be replaced by fresh stone. The two ends of the site will be tarmacked, while the middle (the majority of the surface) will be open blocks of stone that allow surface water to drain through, so minimising the impact on the Broadway brook at the far end.
From above you can see the 360 digger slowly working its way down, with site huts in the foreground. The footpath is closed for the duration.
On completion of the works, access to our trackbed via the steep slope will be maintained.
Friday is normally a non-running day, but this time the day was included in our three day diesel gala programme.
|The class 26 was the first train of the day.|
Next came the class 20 with its train made up out of the DMU.
We were pleased to note that it was chokka, never seen the DMU that full before.
Here Neal is creating a groove down one side. This will receive the side of one of the uprights, and with a dose of plaster will hold it in place. The insert has been put in its future place so that we can measure up.
The mantlepiece will go across the top, but due to its delicate nature, it is still off site until the last moment. It is a solid piece of slate, with a lovely beveled edge to it.
It strikes us that, having seen one in a different refreshment room, a clock would not look out of place higher up on this chimney breast. It would need to look like the one in the booking office, and its function would be to remind passengers when their train was due to leave.
Class 26 Hymek
Cylinders 6 in line V 16
Horsepower 1160 HP @750rpm 1700 HP @ 1500rpm
Displacement 133 Litres 86 Litres
If you'd like to hear it leave Broadway at the head of this train, you can click on this YouTube link:
To compare the style of engine, try this one of a class 25 on the NYMR. They had the same Sulzer 6 cyl in-line engine as our class 26:
Meanwhile, back to the fireplace. As we said earlier, it consists of 3 parts, slate surround, cast iron insert (with slate panels) and slate hearth.
We have a brand new hearth made for it, which Neal here is trimming at the corners to make it fit under the insert.
Nearer the end of the day, a quick peek to see how the car park contractor was getting on.
You can see clearly now how the top layer is being scraped off.
Here it is, going on. Everything GWR - except for the security camera on the canopy end. Fingers crossed that there are no other plans to disfigure the 1904 heritage canopy.