Updated 07/03/10
A significant milestone for the Signal and Telegraph Department has now been passed and preparation has given way to installation!
With the two sets of pointwork in the Passenger-carrying line at the western end of the station yard now positioned and aligned, we have been able to start work on the installation of the two lever frames and the associated infrastructure that will operate and securely lock into position the three sets of pointwork on the running line.
UPDATED - 07.03.10
We were blessed with a fine sunny day today (7th) and the team certainly made the most of the sunshine and blue sky. In the morning session, we completed the levelling and straightening of the rodding run out to Point No. 3B. One cause of the poor initial levels that we had last week was that a couple of the rodding sections were bent - once diagnosed, these were exchanged with good straight sections. The area where the second expansion compensator is to be positioned was then dug out and packed so that the two arms were at the correct level with the rodding run - a photo has been added to the Gallery on the Trackwork page.
A pair of steel tie plates are currently being manufactured and we hope to fit them next week. These plates will tie the foundation sleeper for the compensator to a larger companion sleeper that has been bolted to a section of bullhead rail forming a sort of weighted keel - the aim being to add extra mass to the whole assembly. Once the tie plates have been fitted, we will then insert the compensator into the rodding run.
We are hoping to have this rodding run out to Point No. 3B finished by the end of March - we can then move on to setting out the operating system for Point Nos. 1 & 2 which are located at the north end of the layout.
UPDATED - 01.03.10
Yesterday (28th), the rodding run from Point No. 3A to 3B alongside the embankment was straightened - a photo has been added to the Gallery on the Trackwork page. The remaining jobs are to level the rodding, insert and fix the expansion compensator and then finally fit the angle crank.
UPDATED - 08.02.10
Work finally restarted on Sunday 31st January following the prolonged period of snowfall. The first job of the year with the snow cover gone was to examine all the installed cranks and fittings and oil and grease all the moving parts and exposed threads. Once that had been completed, the rodding run from the channel lug at Point 3A as far as the adjustable crank at Point 3B was carefully measured up. This run was plotted on paper back at home and the correct position for the expansion compensator was determined. Yesterday (7th), we started to construct the compensator base and excavated the hole where it will be located.
UPDATED - 14.12.09.
The last few weeks have witnessed excellent progress - all of the roller stools and frames are in place and the rodding run to Point No. 3B is almost complete. There remains a little levelling /straightening to do and then the next jobs will be to fit the adjustable crank and expansion compensator.
UPDATED - 23.11.09.
Work has continued to extend the rodding run up to Point No. 3B of the crossover. The first and second stretcher bars of Point No. 3B have been removed and refitted with cleaned and serviced bolts. A standard connecting lug has also been fitted in preparation for the positioning and assembly of the adjustable operating crank.
UPDATED - 26.10.09.
The second angle crank foundation is now finally in position and this takes the rodding run under the standing line. It has been a time consuming process getting the foundation in the correct place (and fabricating a special mounting plate) due to its close proximity to the main drain which runs along the northern boundary of the site. The next stage is to install the rodding run from the angle crank to operate Point No. 3B of the crossover.
UPDATED - 14.09.09.
During the first half of September, our S&T volunteers were busy removing the 55 lever LMS frame and asociated interlocking from Greetland Signal Box.
We are most grateful to everyone involved at Network Rail for their patience, support and encouragement in making it possible for us to acquire this equipment.
The album below shows some of the components which are now safely stored at KSE for future use on our project. All photos were taken by our S&T Manager, James Redfern.
UPDATED - 01.09.09.
The Bank Holiday weekend saw good progress on a number of fronts - the major effort was to position the first set of concrete foundations and assemble the base plate / angle crank for the rodding extension from Point 3A to 3B. In addition, the sole plate for Point No.1 was drilled with pilot holes ready for cutting the four holes to fit the Facing Point Lock (FPL) and the wooden decking which will form part of the base for the 4 Lever Ground Frame (operating Point Nos. 1 & 2) was rough cut to length and delivered to the site.
UPDATED - 24.08.09.
Over the past couple of weeks, a number of jobs have been undertaken. These include (i) preparing the second foundation base for the rodding extension cranks to Point No. 3B, (ii) positioning 5 sleeper timbers on the site of the Junction 'box in preparation for the construction of the base for the 4 Lever Ground Frame, (iii) greasing all crank and compensator nipples, threading and fitting a new grease nipple to the Point No. 2 FPL crank and (iv) completing a base plate drawing for the right-angle cranks.
In addition, (i) the steel mounting plate for the first crank base on the rodding extension to Point No. 3B is almost finished, (ii) the driving irons from the Pespool and Tynemouth North Lever Frames have been sorted and oiled and (iii) the first two S&T Newsletters have been issued.
UPDATED - 20.07.09.
Work completed over the weekend included (i) replacing the stretcher bars on Point 3A to establish the flangeway clearance at 108mm, (ii) replacing one concrete roller base with a cast iron base to 'level up' the rodding run to Point 3A, (iii) preparing two 'equal cranks' for fitting and (iv) some preventative maintenance on the signals recently obtained from Brampton Fell.
UPDATED - 15.06.09.
Yesterday (14th), work continued on the cross-over connection between Point Nos. 3A & 3B. We drilled four concrete breeze blocks and added a single roller frame to each. The blocks were then placed in the pre-dug holes and the point rodding fitted. The next base will actually be two bases tied together with a bridge piece - these will take the full thrust of the rodding as it changes direction and passes under the standing line. A photo showing the new section of rodding has been added to the Gallery on the Trackwork page.
UPDATED - 09.06.09.
Having set up the operation of the ground frame controlling Point 3A (the western half of the cross-over), we have now turned our attention to extending the rodding run out to operate the switch which forms the other half of the cross-over (Point 3B), so that when we pull the operating lever in the ground frame, both switches will move to their correct positions smoothly and in unison.
The practicalities of this have meant changing the 'upset' connector at the end of the rodding run, adding new rodding and replacing the rod-end connection with a channel lug (please see photos added to the Gallery on the Trackwork page). We are now in the process of drilling the breeze blocks that we are using as roller frame bases and fitting two frames and a roller onto each. The ground in the '6-foot' between the two lines has been very difficult to dig and full of large rocks and this really precludes the use of standard concrete bases - hence the option of using the shallower breeze blocks.
Once we get the first section of new rodding into place, the run will then pass under the standing line by means of a pair of cranks (acting additionally as expansion compensators) and then turn again into the 'home straight' to operate the switch blades of Point 3B. A not insignificant piece of work that should take us about 6 weeks and, when it is finished, our attention should then be moving along to start the next phase of work at Bridge No. 2.
UPDATED - 26.05.09.
Further steady progress with the running line facing point locking was made over the Bank Holiday weekend. The rodding run for Point Nos 1 & 2 was finished ready for the completion of the closure rails on the associated Point No.1 at Bridge No.2. Once the closure rails have been cut, drilled and connected and ballasting is complete, we will mark the centre point of the rodding run and start the excavations for the 5 lever Ground Frame base.
On the cross-over (Point Nos. 3A and 3B), we completed the adjustments of throw - we are still about half an inch short on the turnout throw, so we are going to put a new connector onto the upper of the two holes on the operating lever to give us that little bit of extra movement that is needed. However, everything is working very much as planned and it now just requires some minor adjustments for us to sign off this part of the work.
The next step is to install the rodding extension to operate the second point (3B) of the crossover - it will be a hefty pull, but the layout is very similar to the terminus crossover at Lakeside on the Lakeside & Haverthwaite Railway, so we know that the scheme is practicable. Finally, we have drafted the preliminary signalling drawing which shows a requirement for 16 levers to signal the full layout - this has now gone to our Network Rail S & T colleagues for their comments.
UPDATED - 15.05.09.
The last few days have seen (i) all the roller frame stools linking Point Nos 1 & 2 and (ii) approx 160 feet of point rodding installed. A photo illustrating the work has been added to the Gallery on the Trackwork page.
UPDATED - 05.05.09.
The Bank Holiday weekend saw excellent progress with Chris and Dave joining the S&T team for the day on Sunday. Working on Point No.3, the compensators were adjusted and screwed down and the 2 Lever Ground Frame was fixed in position. The switch lever was successfully commissioned with just a slight 'throw' alteration to be made at the adjustable crank. The rodding stool pits were backfilled and all the remaining spoil was removed from the worksite. Finally, a third tie strap was fitted to the compensator foundation timbers.
Frame assemblies were laid out between Point Nos.1 & 2 and, at Point No.2, the first adjustable crank was positioned on its wooden foundation timber and connected to the 1st stretcher bar of the switch. The next main job is to dig in the roller frame bases as far as the location of the 5 Lever Ground Frame. The rodding run will follow the curve of the standing line.
UPDATED - 30.04.09.
During the evening of Friday 24th, an all-night possesion took place at Brampton Fell on the Carlisle to Newcastle route. Through the generosity of Network Rail / Jarvis Rail, we were able to obtain 4 LNER - period Lattice Post Signals from Brampton Fell and 1 BR (North Eastern Region) - period flat-braced 2-doll Lattice Post Bracket Signal from Low Row.
We are most grateful to everyone involved at Network Rail for their patience, support and encouragement in making it possible for us to acquire this equipment.
We would also like to express our grateful thanks to (i) all the Jarvis Rail employees involved, particularly Site Managers Paul Mullane and Vinny McCoy, and Project Manager Matt Tupling, (ii) Jim and Colin Lawson for making it possible to load and transport the signals and (iii) our own volunteers who were on site throughout the night. Photos of some of the work involved (courtesy of James Redfern, our S&T Manager) are shown in the Gallery below:
UPDATED - 20.04.09.
This weekend saw (i) the second tie strap fitted to the compensator foundation timbers on Point No. 3 and (ii) two single rollers from the switch stretcher bar on Point No. 2 were put in.
UPDATED - 14.04.09.
Yesterday, progress was made on a number of fronts. Firstly, some tie straps were made up and one was fitted to the compensator foundations on Point No. 3. Secondly, four point identification plates were produced and one was fitted into position on the Passenger-carrying line. Thirdly, the FPL, adjustable connector, angle crank and rodding connector assembly to the 1st Stretcher bar on Point No.2 were fitted. Finally, one of our professional signalling colleagues was on site giving much appreciated advice and encouragement. A photo showing progress on Point No. 2 has been added to the Gallery on the Trackwork page.
UPDATED - 06.04.09.
In the past week, work on Point No.3 has included fitting two tie straps to the Ground Frame foundations and levelling off the foundation timbers for the two compensators. Work is also underway off site to manufacture tie straps for some of the other pointwork in the Passenger-carrying line. A photo has been added to the Gallery on the Trackwork page.
UPDATED - 30.03.09.
On Saturday (28th), work continued on the installation of the Facing Point Lock and the operating channel rodding for Point No.3. With the two compensators positioned on a set of three timbers, we dug two additional pits for the roller frame stools and dropped the new concrete stools and roller frames into place. This now just leaves (i) the foundation timbers for the two-lever Ground Frame to be prepared and fixed into place and (ii) the two horizontal connectors to be attached to the levers. A photo has been added to the Gallery on the Trackwork page.
UPDATED - 16.03.09.
As if to herald the equinox, the sun made a welcome return today and, with the ground reasonably dry, we started work on the final arrangements for the Ground Frame and FPL on Point No. 3. Timbers were set out for the two expansion compensators and two additional runs of point rodding were bolted into place so that we could fix the position of the Ground Frame and satisfy ourselves that the required clearance from the running line was being maintained.
With everything loosely connected, we adjusted the position of the roller frame stools to give us a straight run from the two cranks to the centre bridge pier and marked out the positions for the Ground Frame base and the two additional roller frame assemblies. The compensator base now just requires levelling-up and the sleeper sections binding securely together with steel tie strips, leaving us with only the Ground Frame foundations to prepare. Once the Frame is in place and fixed securely, we will be able to turn our attention to the two points (Nos. 1 & 2) at the western end of the site. A photo of the current position has been added to the Gallery on the Trackwork page.
UPDATED - 02.03.09.
Today we transported the two lever groundframe down to Point No.3 for a 'trial fit'. With the frame positioned at the end of the first rodding run, it was immediately clear to us that to insert an extra length of rodding (and two expansion compensators) would position the frame in the protection of the middle bridge pier making a more satisfactory ' place of safety'. This will also allow the frame operator a good forward view of the point.
Fortunately, the foundations put in for the frame can be used for the compensator pair - all we have to do is put in two additional roller frame bases.
We have ordered two 90 inch steel tie strips which will tie the sleepers between the FPL block and the FPL crank together and prevent any 'creep' taking place between them.
Our task for next Sunday is now to install the tie strips and dig the additional roller frame pits. The following weekend, we can then move the groundframe into its final position.
UPDATED - 23.02.09.
After being 'snowed out' from site work for two weeks, it was a pleasure to get to grips with the installation of the FPL on Point No. 3 again. After a measuring up session in the S&T store on the 2 Lever Ground Frame, we worked out the installation position and then went up the yard to cut two 4 ft long foundation timbers.
We have chosen to stay within 30 ft of the switch blade stretcher connection (whilst, of course, retaining 6 ft 6 in clearance from the passenger-carrying line) so that we do not need to install expansion compensators in this instance.
We dug through some very hard ground to place the two foundation timbers (for the Ground Frame) which will be bound together with tie plates. All will then be ready for us to trial fit the assembly.
We are leaving the drilling of the switch ties and fitting of the lock stretcher bar until we are in a position to carry out this operation on all of the 3 points as a single exercise. We will be arranging supervision of this critical work by some of our professional colleagues. An annotated photograph of the current position has been added to the gallery on the Trackwork page.
UPDATED - 18.12.08.
Our installation work has come to an end for this year - we're all taking time off for a well earned Christmas and New Year break.
Our final piece of work for the year has been to complete the FPL rodding and crank assemblies ready for the positioning and fixing of the two-lever Ground Frame. With the experience we have gained from this first installation, our pace of work has gradually increased. Additionally, in order to further improve installation time, team members are now undertaking much of the equipment preparation in their workshops at home.
We hope to complete installation of the three FPL's by the spring of next year as we have now acquired almost all of the equipment we need. It is our intention that this will also include interlocked ground signals.
We would like to acknowledge the expert technical advice most kindly provided by a number of 'amateur' and professional railwaymen - this is greatly appreciated.
Latest photographs of the trackwork and FPL installation have been uploaded into the gallery on the Trackwork page.
UPDATED - 24.11.08.
On Sunday (23rd), the team removed the original standard sleeper at the toe of Point No.3 and replaced it with a twelve inch wide type. As the alignment of the original plain sole plate had not been particularly satisfactory, it was also replaced with a newer one (which we recently obtained) that had come pre-drilled for the four FPL shoe retaining screws.
With our latest acquisition, a pair of switch blade extension pieces, we are now ready to drill the point blades for the two holes needed to fix the lock stretcher bar and fit the bar and switch pieces. With a set of detector rods in store, we now only need a mechanical detector unit to allow an interlocked ground signal to be put into place. Finally, with the FPL fitted, we can then position and mount the two-lever ground frame.
UPDATED - 07.11.08.
Yesterday (6th) saw further progress with Point No.3. Firstly, a pit for the second concrete base and its roller frame was excavated and the base was lowered into it to the correct height. The FPL control rod and all the cranks, including the FPL crank, were then trial fitted to ensure that all will be in order. Next, a timber was cut to size ready for mounting the adjustable crank for the FPL and, finally, the FPL stretcher bar was also trial fitted in position.
UPDATED - 03.11.08.
The first job undertaken last weekend (25th / 26th October) was to position the concrete roller frame bases (stools) at roughly 8ft intervals between the toe of the B9 point (Point No. 1) and the toe of the B8 point (Point No. 2).The 4 Lever Ground Frame that will operate these two sets of switches will be positioned on the north side of the line, opposite the western end of the Junction 'box foundations.
The cross-over near Eden Valley Bridge No. 1 will be operated by a 2 Lever Ground Frame positioned a short distance from the bridge abutment and protected by a short section of fencing on either side.
With the concrete bases at the western end of the yard laid out approximately in their correct positions, this weekend (1st / 2nd November) we turned our attention to the cross-over point (Point No. 3). In order to fit the sole plate (this holds the rails in position at the toe of the point and also provides a mounting for the FPL casting so that all the key components cannot move relative to each other), we firstly had to change one of the slide chairs from a 2-screw type to a 4-screw type. With the sole plate and an adjustable tie bar fitted, we next made up the rod assembly that goes between the adjustable crank and the 1st stretcher bar of the switch. This enabled us to fix the position of the right-angle crank. The crank was mounted on a sleeper tied in place and then, having pegged out the line of rodding from the crank, we dug out a pit for the first concrete base. Finally, the first length of rodding was threaded through the rollers and put in place on the connecting rod. For the latest photographs, please see the 'Signalling and Trackwork' Gallery on Alan Usher's Kirkby Stephen East website.
Our current S & T projects are:
1: Refurbish and fit Mechanical Facing Point Locks to the the three points on the running line
Our running line in Phase 1 of the development will have three points that will, according to the current view of the Railway Inspectorate, have to be fitted with mechanical facing point locks (FPLs). We have prepared a design for the signalling and lever frame and are using lever designations from the 1959 layout drawing to maintain the historical context. We have completed the refurbishment of two sets of FPLs and have three more to do, thus giving us two spares at present. The last set should be completed by the end of March. The first sets of roller frames and the ground frame are currently being built up and will be fully assembled before being moved out into position in front of the S&D 'box.
When it comes to the complete installation, we currently have some equipment shortages to make up and these are:
- 3 x sole plates
- 3 x lock stretcher bars
- 200 x point rodding roller frames
- Approx 1800 ft of point rodding
- 3 x detector assemblies for interlocking the ground signals
If you are able to help with sourcing these items, please email the secretary.
2: Rebuild the overhead signal gantry with five dolls
This second phase might at first seem a little ambitious, but it is actually a preferred solution as building a truss gantry of 50 to 60 feet is probabaly easier than fabricating and erecting five individual signals with foundations, ladders, fittings etc. We have most of the signal parts required (these will be fitted to wooden posts), but need some second-hand truss sections ex-industrial use. If necessary, we will design and construct our own structure. A general arrangement drawing on Autocad has been prepared.
3: Rebuild the Stockton and Darlington (S&D) Signal Box to control the points and signalling.
Initially, we will be operating the running line from the ground frames, but an ongoing project is to rebuild the S&D 'box to accomodate a frame of around 24 levers to fulfill the station signalling requirments. We have prepared the outline drawing for the structure and have been offered an appropriate lever frame which will be collected and refurbished shortly. The next step is to prepare further detailed drawings for the internal arrangements and to draw up a complete list of the materials required for construction.
Thanks to James Redfern for this update and we have included a diagram to illustrate the plans, but please note it is schematic, not to scale in width and has been simplified for clarity.
Please feel free to visit James' website on the Settle and Carlisle Railway.