S&T Work Week Report

S&T Work Week

By Robert Law

Last week between the 10th of June and the 17th. The S&T department, but well supported by others. Had a very productive week in pushing the plans forwards with Boat of Garten South Cabin. Unfortunately or not, it also turned out to be the hottest week of the year so far, with heavy thunder storms included. Despite all of this it turned out to be a very productive week and a chance for members to catch up with each other too.

Boat of Garten South Cabin enjoying the sun.

The work over the week was concentrated around making the Up platform bi-directional. This meaning that trains can be signaled from Aviemore, into either the Down or Up platform at Boat of Garten as a passenger move. To achieve this FPLs (forwards points locks) need to be installed and controlled form the signal cabin. There are two ends of points that are involved with this work. These FPLs, All be it are currently manually operated, were installed last year with a written procedure of use put in place. This alone has helped our signalers with the increasing amount of charter traffic, coming off the Highland mainline. But things need to be completed and the FPLs controlled from the signal cabin. 

The plan for the rodding of how the FPLs are controlled.

Before the week had even been set in the diary. Plans were drawn up and marked up on the ground. Like any other installation of this type, the expansion and contraction of the rodding in the forever differing temperatures that we have, needs to be accounted for. This is done quite simply with the “push” and the “pull” of the rodding equaling the same. Providing that the rodding all heats and cools at an even rate, the movement at the end of the rodding remains a constant. With some of the work already been done when the lead off table was changed back in November. (See previous blog entries to remind yourselves.) There is only 4 tables to be sunk in the ground. Two compensator cranks and two sleeve cranks. 

The rabbits have been busy digging there holes.

Each hole had to be dug by hand because of its location. Each hole being 770mm deep and 1500mm in length and breadth. Yes, we could have disconnected the rodding and use the digger. But unfortunately the clamshell bucket is too big to fit between the rodding stools and would have generated more work. Plus unfortunately the Scotsman was in and out twice within our week. Meaning that the signal cabin had to remain in use over the whole of the week. 

The base of the first compensator crank table.

This is the part that most people don’t see or realize it is there. To give the crank stability there are three layer of wood. The base at the bottom, two side members, then the top that the crank sits on. Yes, this could have been built up with concrete members in the ground and a steel plate on top. But this is not the Scottish traditional way and as this is a heritage Railway in Scotland. It’s good to keep the old ways alive. The ground that we are working in is very free draining with 300mm off top soil then foundation sand underneath. All other timbers in the ground, associated with this cabin are already between 30 and 40 years old and still holding well. 

First compensator crank fitted and ground leveled off.

With the base, level and at the correct depth, the top timber and crank are placed. The height is then confirmed to be correct, with the crank and drop lugs offered up the lengths of rodding in the stools. Once happy that everything is correct the top timber was fixed down to the base and the crank screwed down to the top timber. After checking that the movement is correct and not been held /rubbing on anything that it shouldn’t, the ground is back filled and cess cleaned.

Completed first sleeve crank, for the north yard FPL.

Second competitor crank completed, but missing its grease points.

Second sleeve crank, for the FPL on the crossover to the Down.

In the four foot of the crossover the final crank has been installed. 

Over the whole of this project, no rodding has been cut to size as the temperatures were to high, with the rodding been swollen compared to its normal length.

The other interesting part of this project that you might have seen in the diagram, is the installation of a new LMS lifting bar, for the protection, that the signalers can not remove the lock while the train is over ( in this case between) the points. The parts that we have acquired for this, were recovered from Nairn. When it was re-signaled in the year 2000. The 50ft lift bar is made of three part. Within the week we have managed to correctly install one part. With two more lengths to be fitted and jointed in the coming months.

This is the late 1930s plan that is being used for reference.

Not the best of pictures, but shows the first part of the lifting bar that has been fitted.

This video shows better what has been achieved with the locking bar.

Boat of Garten South frame

As you can see in the picture, there is several leavers that are missing from the frame. With the new FPLs and signals that are being installed the missing leavers will need to be replaced. Thankfully we do have some, that were used in Boat North when it had a 40 leaver frame within it. With the use of these stored leaver we can replace what is missing.

The spare levers cleaned up to be installed.

So it’s fair to say that a good amount of work has been achieved over our planned work week and that it has been very successful. Thanks is to be given to all those who came to help. It was much appreciated. Hopefully we can arrange another work week in the future.

May Report for the S&T

 S&T Works Delivery and Faulting sagas.

By Robert Law

11th May 2023

One of the unusual movements during the Gala weekend.

This blog begins before the mixed gala event. For the Gala, there was a late request to make changes to the way that the Ground Frame at the north end of Aviemore station operates. Before the changes were made, the Ground Frame was released by either, the section key or the Shunt key. The Shunt key is retained in the frame at Aviemore Speyside cabin. For the smooth operation of the Gala, it was requested that the mechanical Shunt key, to be replaced with an electrical release from Speyside Cabin. Taking away the restrictiveness of needing to remove and return the shunt Key before a returning train from Boat of Garten, as the home signal can not be pulled if the Shunt key is removed from the frame.

Aviemore Speyside, with it freshly painted location cases. Finishing off the refurbishment work.

To achieve this, a lot of work was required. Designs needed to be drawn up and checked; a “new” location case needed to be re-serviced; 400 meters of cable needed to be repurposed and terminated;. two reconditioned relays to be wired up; a remote power supply to be created at the GF and lever locks needed  to be installed on the GF and plungers fitted. Just a small job! All this after finishing Dalfaber LC and only 6 weeks until the Gala. Happily, all was completed on time and this new equipment worked very well, allowing Operations more flexibility with the events intensive timetabling.

The “new” location case at Aviemore north GF

New plunger, for the electrical release of the GF

The new annett’s electrical release for the GF, released by the Shunt Key. So no alterations was required to the interlocking..

More information on the Aviemore GF project can be found in the previous blog post.

With this being the first time that the railway has been used to its full potential since pre-covid, naturally a few issues presented themselves. The largest problem being that 3 of, the remote power supply’s for the railway’s internal phone system had failed over the winter. Thus needing modified working to be put in place. After extensive investigation it was found that yes, 3 remote power supplies hade failed and that 300 meters of 50 year old telecoms cable had come of age and required replacement. This was identified by the large amount of “noise” on the line after the power supply’s had been replaced.

New temporary housing of the remote power supply at Boat South. This will get worked on and improved as time is found. For now it is working!

This work has now been completed new cables installed. These cables had been stored in the sand pit at Boat of Garten, so could be 10 years old already, but tests well. The internal phones are now working between Aviemore platform 3, Aviemore Speyside, Boat South and Boat North cabins. Work will continue to add extra phone locations onto the network at a later point.

Boat North looking a lot tidier with the old remote power supply removed and the new, now down below. Still a job in progress though.

Boat South phones and KT looking tidy after the Gala.

Now our attention is returning to Boat Of Garten with the next project. This project being, making the Up loop bi-directional, so passenger trains can be signaled North to Broomhill through the Up loop. With this project we are installing two new mechanical FPLs, up-grading a sub signal to a main arm and installing a new signal onto the up platform, with all mechanical detection at two ends of points as required. With this work, the interlocking of Boat of Garten South cabin will require to be changed significantly. Not a small job for our small department. 

The p-way have been at work and have built a retaining wall to stop the bank slipping down on to the rodding run.

We are planning a work week from the 10th of June through to the 17th of June if anyone is interested in coming along to help. Work will be varying, from small lighter jobs, to the digging and installing of new equipment tables. Don’t worry, Boat of Garten sits on fine sand formations and digging is really quite easy. Working hours will be between 10am and 4pm. If interested please contact us by email; Rob.law@strathspeyrailway.co.uk if interested. I believe the p-way may be doing something this week too. 

March S&T Report

 March S&T Report

By Robert Law

Time is flying by and it is a struggle to keep up with all things S&T! We have not been ideal, the winter! That is for sure. I am happy to report that our, independent recognized experts. From out with the Strathspey railway have visited and preformed an independent new works commission testing of Dalfaber ABCL. The crossings was scrutinized, to the finest detail. A short list of post testing snagging was produced and this has since been acted on. The legal order to operate trains over the crossing was granted from the ORR on the 3rd of March. Independent testing was completed by the 4th of March. On the 5th of March the possession of the line was lifted and the crossing was formally handed back the the operations department. Allowing them to start training and familiarization of the crossing for all staff and volunteers before the start of the railways running season. Thanks is to be given to ALL who have been involved in the project! It has been a big one. With grate rewards for the railway, including a much Safer railway for all!

The last part of the testing. Actually running a train over it! 
37674 had the honour of being the first engine over the crossing,
With the crossing in automatic control.

Now with that one out the way! It is time to get back to the other smaller projects around the railway. 

With the implementation of the improved interlocking at Speyside Cabin last year. There was a couple of operational difficulties..? But things that had become harder with making thing safer! This has been taken on board and a solution has been developed. Instead of the North GF at Aviemore station been released by a physical key/ token that is retained within the frame in Speyside Cabin. It will soon be done by an electrical release instead. Which will make things more flexible for our operations department.

Was a great idea to refurbish the location case in the shed.
But made it very difficult to collect and deliver to site!

Now at its new home. This location case will house the equipment that is required at the remote end to operate the GF electrical release.

Not installed yet and not its final position on the block shelf!
But this is the electrical release annett’s lock which is operated by the shunt key. Instead of the key needing to be physically moved to the GF. It can be inserted into the lock that will then give an electrical release at the GF. Thus making things more flexible for our operations department.

Underneath Speyside Cabin, work is progressing. A new work bench has been installed and the electrical supply board has been improved. Sorry but the picture does not do justice, to the amount of work that has been done.

Another job that has been completed is the fabrication of new lids for the locking trays. Now the locking is contained and protected.

On top of all this project work. The routine maintenance of our signaling equipment has been completed, before the beginning of the running season. Points testing has been completed. Oiling and greasing of all the mechanical equipment has been done. Inspections of all assets has been completed and this has raised more work into the work bank.

On inspection of this compensator crank, it was found to be moving. Affecting the B end of 14 points at Boat of Garten South. The screws were found to be loose, as well as the two bolts.
The Bolts have been tightened up. Screw holes, plugged re-drilled and new screws installed.
This is now holding well, but will need the timber replaced at some point in the future.

Last of the jobs that have been done this month! With lots of two train days, planned in for this year. A training rig, of key token machines has been set up in the lodge. This is to help aid in the training of our signallers on the railway. Plus a bit of fun for us!

If you like what you have seen on this page and would like to get involved. Please head over to the Strathspey Railways website and discover how to join our team. 

External renovation of the Speyside Signal Box at Aviemore - the final chapter.

 External renovation of the Speyside Signal Box at Aviemore  - the final chapter.

Work over 15^th to 19^th March 2023.

By Colin Frost

 

In order to complete the final chapter of the renovation. The two sidings connecting roads 6 & 7 of the Roy Hamilton carriage shed would need to be blocked by scaffolding, so with agreement of the Operations Department we were allowed to have scaffolding built for a very short period from 15^th to 20^th March to provide access to complete the painting of the West side of the box. 

 

With help from the Georgie and the P-Way team the new staircase was moved down from storage at Boat to the Speyside platform.  It is constructed from Iroko hardwood, and is very heavy; it takes four men to carry them.

 

On Wednesday the old stairs and all the handrails were soon removed, and more rotten timbers were cut out and replaced, then it was onto the technical bit. 

The new stair case had been built oversize so with much measuring and judicial cutting they were trimmed to fit and offered up, so it was with great relief they fitted perfectly.  

The two paving slabs that the stairs rest on, at the base, were leveled by Steven Muirhead who also fitted tensioning rods beneath the steps to strengthen them horizontally.  

 

A spare plank of Iroko had been provided with the stairs so this was used to fabricate the handrails and supporting posts, these were all measured and cut to shape. The use of the circular saws in the carriage workshop was invaluable and without them the job would have been virtually impossible – Many thanks to Willie Dodds for allowing us access, so finally it was time to assemble the handrails and posts to complete the construction.  

 

Onto the painting of the timbers on the veranda and the west wall, to complete the work started last year, and meanwhile Mike Tough attended to the wriggly tin roof.  

The renovation of the Speyside box was now complete.  We had been advised to leave the Iroko unpainted as it contains natural oils, which act as a preservative and the stairs will darken over time. 

 

There was just time to undercoat the woodwork on the newly rebuilt ‘Old Toilet’ block, which is located on the eastern boundary outside the steam shed.

 

With thanks to the team:  Nick Courtier, Colin Frost, Jim Hardy, Ray Kenyon, Jim Pittendrigh and Dave Childs (who procured the redesigned staircase) and also with thanks to those mentioned above.

 

Dalfaber February update

Dalfaber Level crossing.

16/02/2023

By Robert Law

All work within the S&T department is currently focused on Dalfaber level crossing. With lots of progress being made. With the commissioning date becoming ever closer, we are still on target for completion before the beginning of the running season in early March.

Moving on from the last report, only the barrier pedestals had been installed. This is the Down side barrier arm being installed. 

Work completed and barrier raised to allow cars to pass safely again.

Impossible to get both flashing red pedestrian lights in one picture, but both are working when being tested on the Down side of the crossing.

Again this time on the Up side, both red pedestrian lights being tested.

 

The next part to be installed was the track circuits. There are three in total, that work through the crossing. One to the North. One over the road deck. Then the last one to the South of the crossing. All three work together to control the crossing. When to turn the crossing on, when the train is clear and the crossing can turn off. The next few pictures shows the work that has been done on the line side.

The North end “Strike in point. This is the remote end of the track circuit. With two strike in treadles. These are a redundancy to insure that if the train has rubber wheels or the wheels are missing on one side of the train? The crossing will still turn on.

The North side Strike out treadle. It’s job, turn off the crossing once the train has cleared the crossings from the South.

The feed end of the North track circuit and one end of the track circuit over the road deck.

The feed of the South track circuit and the other end of the track circuit over the road deck.

The south side Strike out treadle. This turns off the crossing once the train has cleared the crossing from the North. Still a bit of work to be completed on the cable route.

The remote end of the track circuit to the South of the crossing. With the two treadle to insure that the crossing turns on. When the train has rubber wheels or there is heavy rail head contamination.

The Up divers Plunger. In the event of the train stopping and the crossing timing out. The driver of the train can restart the crossing. Making it safe for the train to cross the road.

Both the Up and Down drivers indicators have been installed. Including the road floodlights that are behind the divers indicator. Yes this work was completed before the driver plunger was installed.

To meet the new requirement set out in the design of the crossing by the ORR. This is the barrier cages that are required to be installed. Protecting everyone from the moving parts. Soon to be installed on NR crossings as well.

On the Down side of the crossing the barrier cage has also been installed. 

A view inside the equipment room. This is the brains of the crossing. Controlling and monitoring everything that happens outside. Still a few cables left to be transferred over from the temporary location cabinets outside. That are currently controlling the road lights for when a train currently needs to travel across the road.

This has been a lot of work, that has been completed by a dedicated few. Sacrificing annual leave and leisure family time for the railway. Ensuring that the railway is ready for the future, meeting all the modern standards that are required to be upheld on a “heritage” railway. If anyone has time to spare and would like to help with this project and others to come, please get in contact through the railways website!

January S&T Report

 Welcome to the January S&T report.

So much has been done, in the last two month. At both Dalfaber and Boat Of Garten. The main work has been carried out at Dalfaber. With the road lights installed before the Christmas holiday session. This was achieved with the road lights been connected to a temporary control cabinet that has been loaned to us, to see us through the Santa session. The road deck and civil’s work at the crossing has been completed. Now it is down to us to get the signalling equipment installed before our main session in March.

Winter conditions in Aviemore with the civil’s completed and the road lights up and working by a local control unit for the Santa trains.

The weather shield that has been made to protect the audio warning device, not a standard part. Something that we have come up with to help protect it from the Scottish weather.

Busy drilling the rails for the bonding of the track circuits. The drilling and bonding has now been completed. Now it is time to install the track tail cables and treadles.

An example of the track bonding. It’s not much but when you have over sixty joints to bond up it takes some time to complete.

This is the south remote end of the track circuit. With both of the strike in treadles installed and track tail cables in the process of being fitted. Just in front you can see the insulated joints that have been installed by the Pway. 

In addition to the road lights, with the large foot fall over the crossing, the installation of red men for pedestrians are required to be fitted. Hear busy getting the position that the hole needs to be drilled in for the light to be fitted 

Drilling in progress with a specially made bracket to mount the magdrill, to drill the hole.

First of the red men installed, still three more to be done. It should also be pointed out that the road lights have now been fitted with long hoods. This will help with sunlight issues that have been reported in the past at this crossing.

The control cabinet for the crossing was delivered at the station and required to be lifted on a wagon and taken down to Dalfaber to be installed.

Once loaded it was slowly taken up to Dalfaber.

Now unloaded and in its final position. 

With the REB fitted it was then the turn of the barrier pedestals to be loaded and delivered to Dalfaber.

This is the barrier pedestal been lifted and about to be fitted in position.

Up side pedestal fitted in position, boom arm still to go on.

Down side pedestal fitted in position. With the public signage fitted. Hole drilled and cable run for the red man to give pedestrian warning 

End of day picture looking South up the line.

End of day picture looking North Down the line.

Last one for tonight looking up the hill towards Aviemore. Only visual thing still to be fitted is the boom arms on the pedestals. But that is for another day.

Next project, next story! Parts getting ready for Boat of Garten.