Test and trace

Thankfully not a return to the first wave of the COVID-19 pandemic five years ago!

Tuesday 25^th March

Drainage team leader Andrew accompanied Sarah Clayton, Infrastructure Manger, and contractor Tom Clarke on a site visit to Stanton cutting. The objective was to develop a plan to deal with the water run off from the fields on the down (Cotswold) side of the line between bridges 8 (B4632) and 10 (Stanton Road). The railway is in a cutting here, crossed by the Stanton Aqueduct. There is a short retaining wall just north of the aqueduct, probably installed over 50 years ago following a cutting side slip.

Thursday 27^th March

Eight of the team in attendance. Well, strictly nine – as Roger was also at Winchcombe attending a First Aid course.

Six of the team departed for Two Hedges Road, leaving two at Winchcombe. In his role as fleet vehicle inspector, Jonathan, was occupied with the weekly vehicle checks. This took a bit longer than planned due to some rewiring required on the towing socket of the Ford Ranger. Ian also remained at Winchcombe to host the Railway’s PAT testing team (Mike and Alan) who were testing all of our portable electric appliances. None were failed. Ian, with the help of C&W Works Manager Stuart, also sorted out some issues with two of the brush cutters. Jonathan and Ian joined the others at Two Hedges Road before lunch.

On arrival at Two Hedges Road, the team of six split into three pairs. Nigel and Peter first attended to the washout cover of cross drain 40A in the up (Malvern) side cess. They found a spanner that both fitted the nuts and could be inserted in the gap between the cover plate and our recently added concrete surround. Then with a torque wrench they attempted to shift the bolts. Only one would move! Additionally access with the spanner to the nuts on the underside of the flange at the back of plate is very restricted. Hence we have changed our plan for this item; we will install an easily removable cover. Then when (or if) the washout lid does ever need to be removed, something more powerful than human muscle will be deployed.

Dave and Martin’s first task was to cut back some of the lineside vegetation to enable parking of vehicles a safe distance from the running line. From next week we will have passenger trains running whilst we are working – so give us a wave if you are travelling.

Parking space created allowing parking of vehicles at least 3m from the running line and with the up side cess chamber lids visible.

Andrew and John started the main task of the day; tracing where water is percolating through the down (Cotswold) side of the cutting south of Two Hedges Road. The ultimate source of the water is a spring on Cleeve Hill, this runs in a stream which enters railway land under a footpath by the former Bonsai World site. Jonathan arrived in time to insert the first bucket of tracer dye upstream of the footpath.

Jonathan with the first bucket full of tracer dye; inlet from the stream is in the corner of the fences to the left of the gate.

Two minutes later this emerged from the incomplete 600mm diameter pipe in the crest ditch; then after five minutes we also noted green water dripping into the cess chamber at the trackside.

Dyed water running out of the crest ditch pipes...

... and seeping into the cess chamber.

Excavation around the join between the two lengths of pipe also revealed green water. So that is one source – but the flow there was much less than into the cess chamber.

Peter (l) and John excavating around the crest ditch pipe.

After coffee break, all eight of the team then removed the second section of 600mm pipe. A prerequisite was some ditch clearance and moving two other lengths of pipe which have not been connected for several years. A check with a spirit level (actually a virtual spirit level app on a phone!) showed that the first section of pipe certainly did not have the required 1 in 80 fall – the end of it pointing slightly uphill.

Debris which had collected at the badly formed and leaking join in the two section of 600mm twinwall pipe.

Then a pause for lunch and to start considering the options for this problem.

Not expecting it to be warm and sunny at lunchtime, we did not bring our deck chairs. Hence the use of the tail lift and bed of the Transit - and the ground. [Photo by Jonathan]

After lunch, four of the team continued with the clearance of the crest ditch, reaching the point where the cutting transforms into an embankment and the ditch becomes a toe ditch. (It eventually runs down to cross drain 40B). The others then started the task of removing material from under the first section of pipe, with the aim to get this to the correct downward inclination. As the material surrounding the pipe is clay and ballast sized stone; this is a slow and tedious job. Not surprisingly, we will need to return next week to complete it.

Three probably now redundant lengths of 600mm twinwall, with most of the team digging around the remaining length behind. [Photo by Jonathan]

We then added a further dose of tracer dye, this time into the manhole where the flow makes a 90 degree bend downstream of the footpath. This dye quickly flowed out of the one remaining length of pipe and then away down the crest ditch. But this time no green water was noted seeping into the cess chamber. So we think there is another leak from the stream, probably around the pipe running under the footpath and then under or around the base of the manhole. Further investigations here will be another task for next week.

Before the end of the crest ditch, most of the water has seeped away into more fissures in the cutting to emerse into the cess or the cess drain. Options here are lengths of pipe or an impermeable lining to the ditch. [Photo by Jonathan]

Wildlife report: Certainly spring has now fully sprung. Plenty of magnolia trees in full bloom in the gardens of Gotherington and Bishops Cleeve. As an ornamental tree, there are none lineside. At Stanton on Tuesday, the first signs of plum and pear blossom were noted. The volume of birdsong also indicates spring is in full swing – a very vocal great tit was heard then easily spotted. At lunchtime, Bishop Cleeve’s resident flock of gulls was in full cry. We think these are Lesser Black-backed gulls, as they have black wing tips. Or they might be Herring gulls, who also feature black wing tips. On our departure, several robins and blackbirds moved in to take advantage of the quantity of earthworms exposed in our excavations.

Some clumps of daffodils are still in their prime.

Spring again!

Thursday 20^th March

Today was the 2025 Spring or Vernal equinox, so the start of the astronomical spring season. Also with plenty of sunshine, and afternoon temperatures way above average, it felt like spring had returned. Certainly we packed the deckchairs for use in our coffee and lunch breaks.

First we were please to welcome our new Infrastructure Manger, Sarah Clayton, to our morning briefing. To keep the briefing short, no buns or doughnuts today, but we did use the mess room inside Churchward House.

Two groups at work today. The first task for the smaller group of three, Jonathan, John and Martin, was to fit a mounting for a fire extinguisher by the row of containers in Churchward House Yard. Initially the plan was to install a post; but the ground proved to be very hard. So with valuable assistance from Operations Manager, Neil Carr, the mounting was attached to a corner post of the container nearest the S&T building. Next was to load some spent ballast in to the tipper Transit and deliver to Working Lane. This was to fill some more ruts and potholes in the haul road leading up to opposite the Royal Oak pub. For various reasons, the delivery of the spoil from the Broadway platform 2 excavations to Royal Oak will now use lorries, with the wagons unloaded at Toddington. Hence, the requirement to improve the haul road. Final task for the gang of three was back in the yard at Winchcombe, relocating our stock of former GWR broad gauge bridge rail. This is part of the preparatory work for the demolition of the old wooden workshop building in the yard.

A telehandler with forks does make moving bridge rail easier - Jonathan carefully manoeuvrers into position whilst Johan and Martin wait to unload.

Sarah accompanied the other four attendees, Roger, Nigel, Peter and Andrew, to Bishops Cleeve. Here Roger, Nigel, and Peter commenced the rebuilding of the syphon inlet chamber of cross drain 39B. This is going to use more bricks than we first thought – mainly because we have decided not to replace the fake concrete coping stones and we don’t have any of the required 14” copings in our stock. However, once raised with GRP catch-pit rings and a blue mesh cover; the mix of bricks and copings will not be visible.

The partially rebuilt 39B inlet - move bricks needed to raise three sides to the level of the copings on the left. [Photo by Roger]

Meanwhile Andrew and Sarah inspected the northern inlet of culvert 40B, just before milepost 17½. This is the stream which enters a crest ditch at the top of the cutting. After a week of no rain, there was no water emerging from the cutting side; but still quite a flow through the joints in the concrete rings of the cess chamber. They discussed several possible methods for tacking this, and the leaks in the crest ditch further south. Exactly which method we choose will depend on some further investigations to be made after we have cleared the ditch of vegetation and removed the partly fitted 600mm diameter twinwall pipes. Andrew took some measurements – the full length of the crest ditch is around 125m (or 410feet in old units). The cost of pipes or other ditch lining materials is also an important consideration.

All dry on the surface today at the 40B inlet stream location - but water oozing still into the cess chamber in the foreground.

The after lunch task for the team of four was at cross drain 40A. We first removed some of the concrete footing that two weeks ago we added around the metal syphon wash out cover on the up side. This was to enable access to the nuts on the bottom of the flange with a spanner. Unfortunately our toolbox did not contain a spanner of the correct size for the nuts. Also to check the bolts are not seized, we will need a very sturdy wrench. After a liberal spay of WD40 on all the bolts, we called it a day. It is going to take a few more weeks to become acclimatised with warm weather again!

40A syphon washout lid with WD40 on the bolts and a spanner width gap around the flange.

Arrival back at Winchcombe was just in time to help the other three team members move the final lengths of bridge rail. Also to witness the unusual sight of a steam locomotive propelling a full length train of coaches through the station and away towards Greet Tunnel. This was a photographic charter event using 6880 Betton Grange. With the glorious sunshine the participants will have taken some stunning photographs – we look forward to seeing some published soon.

Wildlife report: The highlight of the day was the large number of butterflies observed; we identified tortoiseshell and the pale yellow brimstones. Other insects noted were solitary bees and wasps – probably queens looking for a nest site. As ever at Bishops Cleeve, the resident flock of gulls were observed circling above the school playing field. But once again, no sign of any hedgehogs.

Not Spring!

Maybe last week was a false spring. Certainly this week we did not even pack the deckchairs for lunch break and we all needed an extra layer of clothing. No snow, unlike Wednesday morning at Cheltenham Racecourse, but a cold wind and a couple of short, sharp, heavy showers. One was of sleet, and one contained some hail. So for a very short while sheltered edges on the ground did turn white.

Thursday 13^th March

An unusual working day for the Drainage team. Firstly we started with a tea break, complete with buns, in the mess room at Churchward House. The reason for this was to say good-bye to our departing Infrastructure Manager, Ian Scholey.

Andrew presents Ian with a leaving card (bespoke production by team member Nigel). [Photo by Jonathan]

To remind Ian of the large JCB digger that he was not able to acquire for us, we presented him with a model one! In the other box was some scale drainage items and a few small rocks we removed at Gretton. [Photo by Jonathan]

 

On departing Winchcombe, all eight of the team attending headed for Stanton Yard. With special trains running for the Gold Cup Race meeting at Cheltenham Racecourse, continuing with our in progress jobs at Bishops Cleeve was not practicable. Likewise, starting a task which requires excavation at Didbrook was out of the question. Additionally, with the Toddington to Broadway road closed for gas main repairs south of Stanton, we were not able to take our Telehandler or other plant north of Toddington. So for today, it was some odd manual jobs at Stanton!

First task for Nigel and Martin was to attempt rodding of the crest to cess pipe on the down side low mileage of bridge 10. Not unexpectedly, this was not successful. From the top the rods reached around 9 feet in; from the bottom less than 3 feet. So, the whole pipe will require digging out and replacing. Meanwhile, Ian, Roger and John recovered some lengths of scaffold and other metal tubes from the yard. We can reuse these for headwall safety markers and handrails. The other three attendees, Peter, Jonathan and Andrew, checked on the down side cutting side either side of the aqueduct (bridge 9). Even with over a week of fairly dry weather, there is still water draining off the adjacent fields down the cutting side to the down (Cotswold) side cess. We will keep this area under close surveillance this spring.

The whole team then cleared the cut brash and logs from the up (Malvern) side cess between bridge 8 (B4632) and bridge 7 (Stanton Fields). This was removed to Stanton Yard; our esteemed colleagues in the Clearance teams will then be able more easily use the Timberwolf chipper to deal with the brush. Keeping this section of cess clear of debris is important. The outlet from syphon culvert 7A leads to a ditch on our neighbours property. This ditch is badly silted; so following heavy rain it backs up, causing the culvert to overflow into the down side cess. Keeping the cess clear of debris reduces the time any overflow water takes to percolate into the cess drain below.

Sunshine .... but note the woolly hats. Clearing the down cess at Stanton Fields; Martin & Roger in the foreground, Jonathan, John and Peter at the rear of the Ranger.

... and showers. Five minutes after the photo above a heavy hail shower makes for a wintery scene. Bridge 7 (Stanton Fields) in the distance.

 

Even though clearance of the up side cutting between bridges 7 and 8 was only a few weeks ago, there are signs of regrowth. Lots of new grass shoots and a few arrowhead plants (probably one of the varieties of Sagittaria) are visible. Some mammals seem to be happy with the new landscape too, we noted quite a lot of burrows.

Finally, we undertook a little more recovery of surplus material from Stanton Yard. This was several barrowloads of small stone, extremely useful for packing around plastic twinwall pipes. Recovery of the whole pile will need to wait until we can take the Telehandler to Stanton again.

Wildlife report: The most unusual observation was of a black male pheasant just up the Stanton Road from the yard. Also we noted the first spring lambs – proving that nature knows it should be spring! We spotted rabbits hopping across the line by bridge 7; possibly these are the creators of the burrows noted in the cutting. A Red Kite swooped very low at one point, perhaps it was eyeing up the rabbits.

Spring!

The weather and the metrological calendar certainly agreed that it was spring for our first working day in March. Even at 8am, there was warmth in the sun, which was well above the roofs of the Winchcombe sheds. Plus with no significant rain for over a week, most of the puddles in the yard had disappeared. However, the ground is still wet, very wet in places as we found out.

Thursday 6^th March

Eight of the team attending today; the group formation was 1-2-5.

Jonathan was the solo man – he spent the morning working on plant maintenance at Winchcombe. (This does not count as lone working, as plenty of folk from C&M, S&T, C&W and Admin were in close proximity). The major job was the replacement of the battery on the mini-digger; this involved quite a lot of dismantling to access it. He also fitted a battery charging point; this will avoid all the dismantling if the battery goes flat in the future.

Roger and Andrew headed for Stanton. The bridge inspection team had reported water seeping down the down (Cotswold) side cutting between the main B4632 road bridge (8) and Stanton Road bridge (10). Additionally the team from Walsh’s, our contractors, who were rebuilding two wing walls of bridge 10 reported a ‘spring’ close to the down side low mileage wing wall about half way down the cutting side. We established that the ‘spring’ was a leak from the pipe that runs from a crest chamber to the cess chamber by the bridge. This takes run off from the road; we suspect the pipe is blocked with limescale at its lower end. We then investigated the whole of the down side cutting back to bridge 8. There are quite a few damp patches, particularity where land drains enter the cutting. Some of these drain into french drains, which require cleaning out. Additionally the crest ditch just inside the boundary hedge/fence requires attention. In places this was damp – and there was one pool of water remaining from the last wet spell. The area around Stanton Aqueduct (bridge 9) is by far the wettest. Just north of the aqueduct there is a small concrete retaining wall, probably installed in the BR era to stabilise a previous slip. The ground here is mainly clay, which does not make for stable conditions. We shall discuss plans to address the issues with this cutting with our (new) Infrastructure Manager and the Civil Engineering director; avoiding a slip here is amongst our high priority items.

Tracer dye added to the crest chamber low mileage down side of bridge 10.

Over an hour later no dyed water has reached the cess chamber. Note the limescale deposits.

A fissure in the clay which is filled with water.

North of the B4632 road bridge (8); our vegetation contractor [Tom Clarke] and our Lineside Clearance colleagues have cleared the up (Malvern) side bank. This time next year we should see a lovely grassy bank covered in wildflowers. But in the meantime all that cut material needs removing from above the cess drain!

 

Meanwhile, the famous five (Nigel, Dave, Polly, John, and Peter) headed south to Two Hedges Road. Their first task was to demolish the poor brickwork on the syphon inlet and outlet chambers of cross drain 39B. On the outlet (up or Malvern) side; this turned out to be relatively simple. Hence they were able to rebuild the offending wall and install blue mesh covers. So a task completed!

39B outlet, damaged bricks removed and spoil dug out. Ready for rebuilding. [Photo by Dave]

Polly soon has the replacement bricks in. [Photo by Dave]

Job done - now hidden under blue mesh lids. [Photo by Dave]

 

The inlet on the down side was not quite so straightforward. Two walls which consisted of a single thickness of brick came apart easily. But the other two walls, which we think were originally an L shaped headwall, resisted demolition. So a slight change of plan. We removed the three displaced coping bricks. We will now rebuilt these three walls to match the level of the retained copings; and then we will add new GRP rings on top. This will reduce the number of GRP rings required (which we don’t have in stock) at the expense of more bricks (which we do have in stock).

39B inlet before demolition started. Original strong headwall to right and bottom, note the three displaced coping bricks. The later added crumbling brick walls left and top. [Photo by Dave]

 

 

 

 

Ready for rebuilding, we will use new blue engineering bricks here. [Photo by Dave]

Temporary fitting of blue mesh cover to prevent animal ingress.

Another sign of spring was the use of our deckchairs for lunch break. But with the sunshine not quite so strong as earlier; and a stiff breeze, it was soon back to work. Andrew joined the group after lunch, Roger in his other role in the First Response Team spent the afternoon providing fire extinguisher training. The afternoon task was excavating around the syphon washout cover of cross drain 40A. This at the edge of the up side cess. The excavation was to enable a concrete footing for a small retaining wall; this will make the cover easier to spot – both by us and by our contractors with their remote controlled flail. The excavation revealed a buried SGP pipe close to the syphon washout. This pipe appears to be the cess drain, diverted away from the syphon. The presence of hollow figure of eight concrete blocks seems to indicate this was another item modified in the BR era. One section of the GRP cess pipe has a piece missing from the top; the reason for this became obvious when after a bit more excavation water started oozing out of the cutting side. So again, we changed our plans slightly. The concrete for the footings was placed either side of the SGP pipe; when we build the wall there will be a lintel over the pipe. Hence we had a barrowload of mixed concrete spare. A quick decision was made to transport that a couple of hundred yards south to use as backfill on the small down side headwall where the cess drain enters the toe ditch leading to culvert 40B. Waste not want not!

40A syphon wash out cover (circular metal lid); SGP pipe alongside with hole to take water seeping from the cutting side. Not a recommended arrangement!

 

Concrete footing poured (well placed carefully with shovels) ready for the small retaining wall.

Finally we added some tracer dye to the inlet of syphon 40A to check that there was no leakage from the syphon into the down side cess drain.

Wildlife report: A regular blog reader has been in touch with a concern about harming hedge hogs when strimming or brush cutting. When we are strimming or brush cutting any area; we always do a visual check before hand to spot any obstruction on the ground. However, we have never found any hedge hogs – only items like soil nails, fence post remains and tree stumps. In fact, we have never seen any hedge hogs along the line – probably because they are mostly nocturnal. Today the only mammal evidence was several rabbit holes, some deer hoof prints and deer runs through the undergrowth. Horticulture wise, it is definitely spring. We noted the first signs of early blossom on some blackthorn trees, full bloom daffodils of various varieties (including narcissus), and several patches of primroses (Primula vulgaris).

Primula vulgaris at Stanton.

At Stanton birdlife noted included jays, robins, long tail tits – whilst at Bishops Cleeve several black headed terns were noted circling above.

Investigating the syphons

Not the GWR milk/parcels/newspaper carrying items of non-passenger coaching stock. (There is one of those on the railway, Siphon G 2983, details on this page of the Vintage Carriages Trust website – http://www.ws.rhrp.org.uk/ws/WagonInfo.asp?Ref=168). No, we are talking of syphons, the wide variety of devices that involve the flow of liquids through tubes. In a narrower sense, the word refers particularly to a tube in an inverted "U" shape, which causes a liquid to flow upward, above the surface of a reservoir, with no pump, but powered by the fall of the liquid as it flows down the tube under the pull of gravity, then discharging at a level lower than the surface of the reservoir from which it came. We use the spelling with a Y, the alternative spelling with an I reveals its derivation from Ancient Greek σίφων (síphōn) meaning 'pipe’ or ‘tube'. We have 5 syphons which run underneath the railway track; four are small(ish) diameter so we classify these as cross drains, one is larger so is a culvert. Two of our syphons are at Bishops Cleeve, either side of Two Hedges Road; both were subject to alterations around 30 years ago as part of the reopening back to Cheltenham Racecourse. Hence high time to attend to the effects of time and weather since then.

Thursday 27^th February

Nine of the team attending on our last working day of the (metrological) Winter. Six of the team went syphon investigating at Bishops Cleeve, the other three attending to Working Lane haul road.

First was a delivery of spent ballast to Bryan at Gotherington station to use for driveway repairs. Jonathan loaded this with the telehandler at Winchcombe onto the tipper Transit; then Dave and Peter delivered it to Gotherington.

Spent ballast delivered to Gotherington Station. [Photo by Dave]

The three of them then proceeded to the bottom of the haul road at Working Lane. Jonathan used the telehandler to clear a path through the pile of debris to enable some of the water that is collecting there to drain away into the boundary ditch.

Clearing a drainage channel through the debris at the bottom of the haul road. [Photo by Dave]

Meanwhile Dave and Peter loaded some good reclaimed red bricks for transport back to Winchcombe. These had been the only materials moved to Working Lane when the intention was to use that area for storing drainage items. The stack of bricks were surrounded by old pallets, which had become a ‘bug hotel’. So these were taken up to the top of the haul road to construct a new ‘bug hotel’ by the boundary hedge near to the stack of cut logs. Together these will provide spaces for insects and small mammals.

Peter loads the recovered red bricks. [Photo by Dave]

The new 'bug hotel' under construction at the top of the haul road. [Photo by Dave]

 

Finally at Working Lane, Dave and Peter cleared out the grill on the down stream exit of culvert 24C under the railway boundary; they also checked the up side entry as there was more than the usual amount of debris in the channel.

Roger, Nigel, Polly, Ian, Martin and Andrew were the six headed for Bishops Cleeve. First task was at syphon cross drain 39B. The down (Cotswold) side inlet, originally an L shaped headwall, had in the past been extended into a chamber covered with concrete sleepers. Some of the chamber sides are now displaced, so will need rebuilding. Roger, Ian, Martin and Andrew drew up the plan for this; it will include fitting a proper blue mesh lid to replace the concrete sleepers. Meanwhile Nigel and Polly renewed the mortar flaunching around the metal manhole lid which takes the inlet from the run off on footbridge 39Z. (The footbridge is on the low mileage side of the main Two Hedges Road bridge which is number 40, hence the 39 number).

Ian (left) and Roger remove the concrete sleepers to reveal the syphon inlet chamber of 39B.

Three displaced coping bricks on the original headwall of 39B inlet.

Polly completes the new flaunching around the metal manhole of 39B road run off inlet.

Then over to the up (Malvern) side. Here the original syphon exit is in a pit partly under a gate in the security fence. At some time in the past, probably when the houses on Jesson Road and Two Hedges Road were built, the outlet had been extended in concrete pipes to outside railway land. Excavating this pit revealed a gap in the first join of the concrete pipes; we quickly sealed this with some more mortar. Again we established the rebuild plans, this time we will use concrete lids because of the clearance needed under the fence.

Currently the cover of the 39B exit pit is this old section of security fence. Loose section of brick just visible underneath.

On the high mileage side of Two Hedges Bridge is syphon cross drain 40A. Here the up side outlet is way outside of railway land on the other side of Pargets Road. (The water course eventually ends up in the Dean Brook.)  There is a metal centre washout lid in the up side cess – here we will construct a small wall around it to prevent vegetation encroachment and thus keeping it visible to clearance teams. On the down side, the actual syphon inlet is now buried. More concrete sleepers cover part of a U shaped brick invert which leads to this. The big puzzle is a circular depression in the invert. After prodding this with a crowbar and a long handled spade, we think this is just a slit trap. As the flow through the syphon appears to be good with no leakage into the cess drains; and the U shaped invert is in reasonable condition, the only item for our ‘to do’ list here is fitting a better lid to replace the concrete sleepers. But that is certainly nowhere near the top of the priority list.

Looking towards the inlet of 40A underneath the track at the top of the cutting. Part of the circular silt trap visible in foreground. [Photo by Ian]

Close up of the circular silt trap in the base of 40A inlet.

Looking down the U shaped invert of 40A towards the syphon entry. [Photo by Ian]

Martin, Ian and Roger take a breather before replacing the last of the concrete sleepers on the 40A inlet.

 

The next drainage channel south is definitely on our priority list! Just before milepost 17½, a stream which originates on Cleeve Hill and gathers spring water on its way down, enters under the down side boundary at the top of the cutting. There is intermediately a 90 degree bend; the water then heading south. Over topping of the crest ditch here has been a long running problem. A few years ago, the team aided by one of our contractors added a French drain with two perforated twinwall pipes in it to take any excess water down to a new chamber in the down side cess. The 90 degree bend was improved with a circular manhole and part of the crest ditch was piped. (See here.) Unfortunately our contractors did not complete the piping of the crest ditch as they were redeployed to a more critical repair.

The down side cess chamber which gets the overflow from the Cleeve Hill stream. Water dribbling out of the two twinwall pipes and oozing from the cutting side through the concrete ring slots.

Checking the flow in the 90 degree bend manhole.

We rodded the two perforated twinwall pipes from the down side cess chamber – this proved that they are not blocked with silt and showed where they start in the crest ditch. We also removed silt and other debris from around the cess chamber and the lower part of the French drain. We also examined the circular manhole , this confirmed that all of the water entering does indeed make the 90 degree turn to exit into the crest pipe. It looks like it is the first join in the crest pipe that is leaking. So next task is to dig out around that.

The pointed end of the drain rods emerges from one of the twinwall pipes into the crest ditch.

A lot neater with the silt and debris removed from the bottom of the French drain and the down side cess chamber.

 

All this water does eventually reach cross drain 40B. Nigel and Polly knocked off a couple of minor repair jobs for that, some repointing around the barrel on the outlet of the main structure and to the rear of the small headwall where the down side cess drain enters the toe ditch.

Brickwork repair team, Polly (l) and Nigel, at 40B up side exit.

 

As ever when working at Bishops Cleeve, we cleared up quite an assortment of items that our neighbours have donated. Amongst the haul was almost a dozen assorted balls of various sizes; a twelve foot scaffold pole (which will be useful for safety rail construction) and a concrete bird bath.

Back at Winchcombe, we stacked the recovered bricks from Working Lane on a decent pallet. Finally our last task was to move our stock of milepost heads and materials for numerals from the old wooden workshop to the block built shed. The old wooden workshop and office are due to be demolished in April.

Wildlife report: Not a great deal of note to report. A friendly black cat paid a brief visit to us at Bishops Cleeve, a flock of finches was noted a bit further south, with gulls, wood pigeons, crows and blackbirds circling overhead. Spring’s imminent arrival was apparent with some new growth appearing on blackberry brambles; still plenty of snowdrops but all now past their best. Most daffodils we noted are still in bud, a noticeable exception being those in front of the entrance to Churchward House which are already in full bloom.

A tale of two sites and two diggers

Thursday 20^th February

Two teams of four working at two sites with two diggers, but both of those were at one site.

Dave, Nigel, Peter and Polly headed to Little Buckland Bridge (5). The main task was to clear overhanging trees and undergrowth from the path of the outlet ditch of cross drain 5A. This runs along the border of a triangle of GWSR land on the high mileage end of the up (Malvern) side of the bridge. Outside of the railway land, this then becomes a roadside ditch; or rather it should! The roadside ditch is very overgrown and shallow; and all the water discharging from 5A seeps into the ground. With the improvements to the drainage on the down (Cotswold) side of the line; 5A is likely to take a greater flow. Hence the need for ensuring it can effectively drain. Today we just scraped debris from the ditch on the railway land; further deepening it can only happen when the roadside ditch is improved. There is a temporary dam in the toe ditch on the down side which is diverting some of the flow to run south to cross drain 5B. This is to ensure that the 5A outlet ditch does not overflow onto Little Buckland Road, this causes deep puddles under the bridge.

5A outlet headwall with Polly & Nigel clearing access to the fence. [Photo by Dave]

 

Looking downstream away from the railway - line of outlet ditch now accessible. The fence is not the railway boundary; the field edge to the left of the ditch is the boundary as far as Little Buckland Road. The thick scrub in the rest of the triangle of land by the bridge will have to remain until the end of bird nesting season. [Photo by Dave]

Looking back up the ditch to the railway - Peter just visible. Water now flowing after some minimal cleaning of the ditch. [Photo by Dave]

 

Beside clearing access to permit later ditch deepening, the team checked and cleaned the roadside gullies under the bridge.

Our other four workers, Jonathan, Martin, Roger and Andrew, headed in the opposite direction to culvert 24A opposite the Royal Oak at Gretton. Here they were joined by Mark with a 8-tonne excavator from our contractor, Tom Clarke. The task of the day was to fill in the hole around the new chamber in the outlet of 24A between the track bed and the haul road.

First we used some large stones which we had brought from Winchcombe. This was followed by the material which had been excavated a few weeks ago, and finally several tonnes of spent ballast. The spent ballast had come from the Didbrook relaying on Wednesday, again courtesy of Tom Clarke with a tractor and trailer. One pile of ballast was at the top of the haul road; the second at the bottom. Jonathan used our telehandler with the bucket to bring the material up the haul road. Or most of it, as some was required to fill in some deep ruts on the haul road itself. At times this operation was like a ballet for two diggers; telehandler dumps material then the excavator nimbly moves it into place and compresses it down. The caterpillar tracks and the weight of the excavator were used to good advantage to compact the infill forming the reinstated vehicle access on the vacant trackbed on the up (Malvern) side.

First into the hole was some medium size stone - left over from the Rive Isbourne gabions. Note the Royal Oak pub in the background, at 9am there was a delicious aroma of breakfast wafting across!

Next Mark reinstates the infill that was excavated a couple of weeks ago.

 

The bucket of the excavator is used to carefully compress the infill.

Spent ballast from Didbrook is placed with the Telehandler.

A coordinated ballet for two diggers!

Mark levels out the last of the spent ballast.

By just after lunchtime the infilling was complete. We removed all the temporary barriers; and fitted brackets to the blue mesh lid on the top of the new chamber.

 

Job done 1 -  from the vacant up side track bed.

Job done 2 - looking towards Gretton from the haul road.

Job done 3 - looking towards Gretton from the vacant up side track bed.

 

So structurally the rebuild of 24A is now complete. There is plenty of scope for using more spent ballast and the infill from Broadway platform 2 for landscaping the area between the culvert and the top of the haul road to give a more gradual slope to the embankment. Plus we have two items to complete. First we will obtain and install one more GRP chamber ring to make the chamber well proud of the uphill embankment line. Secondly we will replace the old sleepers we have placed at the edge of the vacant trackbed with permanent safety markers to prevent vehicles leaving the vacant track before the top of the haul road and thus damaging the chamber.

With the bucket fitted telehandler at Gretton, we (well Jonathan and Martin mainly) took the opportunity to tidy the parking area at the bottom of the haul road. This has made the parking area a bit larger and is a start on our project to improve the drainage there. As a bonus, we recovered two lengths of bridge rail from the pile of debris. Although these were one time fence posts, we can remove the corroded sections for reuse as milepost uprights. So we took them back to Winchcombe to join our bridge rail stockpile at the far end of the wooden shed.

Wildlife report: Whilst the weather was much warmer (the warmest Thursday of the year so far); it was far from spring like! Frequent heavy showers and longer spells of rain – but a few brief shafts of sunshine. A welcome sight was some snowdrops flowering alongside Working Lane where a few years ago we improved the outlets of culverts 25A and 25B. The resident robin at Royal Oak welcomed us with plenty of song; but some pheasants soon scuttled away when we started work. At Winchcombe, the local Red Kite was circling very low above the yard; no doubt there is plenty of small mammals hiding amongst our stacks of materials.

UK Plant Operators Magazine YouTube Video  The YouTube video shot by UK Plant Operators magazine of the excavation operation at 24A (16th January) is now published. The link is https://youtu.be/7-untMqWyOc?si