Rushcliffe Halt

The big news here is that the planned remodelling of the track layout and replacement of a number of sections of track has been completed.

At last there is some progress to report on the construction of the shelter on the ‘Up' platform in that the basic shell of concrete blocks has been erected. The next stage is to fit the steelwork for the roller shutter door and then the roof, but this work will have to take its turn in the queue of jobs.

The old portacabin in the car park has at last been demolished and all materials removed. The all-metal replacement unit has been moved into position and provided with water and power in time for use by the contractors working on the track re-modelling.

Heritage Centre

Entrance Cabin:
By the time that you read this, the cabin will be fitted out and fully operational thanks to the hard work put in by Mark Hellebaut and Dick Hull. Outside, the public walking area has been paved, giving the whole area a very smart appearance.

Concourse, Platform 2 and Loading Ramp:
The remaining blockwork for the rear wall of Platform 2 was completed, allowing the ducting work for electrics and tele-comms to be laid as well as the provision of a water supply to the platform. Several more cast-iron lamp posts have been installed as well as further steel brackets which will support the wooden fencing.

Asher Lane Box:
Following a further arson attack, which severely damaged the door and its frame (but fortunately not the S&T equipment inside) a metal roller shutter door has been fitted by the S&T gang.

Bridge 313:
The brick parapet of this bridge, which was badly damaged by a skidding vehicle during the icy winter weather, has been repaired by contractors.

Rushcliffe Halt Update: Peter Wilson

we have completed the re-modelling of the track formation at Rushcliffe Halt.

The planning for this project was started some 3 and a half years ago - you will no doubt have seen piles of sleepers and ballast at 50-Steps and yet more piles of sleepers and rail in the car park at the Centre. It has taken all this time to purchase all the required components for this project, as well as keeping the whole of the 5.5 mile section of track in good order to accept the regular Gypsum trains (sometimes 11 per week) serving the British Gypsum factory at East Leake. Unfortunately we also suffered thefts of some of the important components, which set us back somewhat.

This involved the replacement of the rotten wooden sleepers in the Down platform with concrete ones, at the same time the old ballast was replaced. Unfortunately that was all it was possible to do in the time available, as the Gypsum trains had to resume, and the work had to be suspended until this year.

We agreed a blockade with British Gypsum for 5 to 6 weeks to carry out the remainder of the work, which involved the following:

• Re-align the reverse curve south of the station area to reduce the wear on the rails;

• Remove the crossover (i.e. both points) adjacent to the loading pad & replace with new flat-bottom rail on concrete sleepers. This will mean that loading & unloading of the wagons will no longer take place directly over the point. It will also remove the need to rely on a volunteer having to dig out the spilt gypsum, and grease the point, every Sunday. I guess we will now have to find him something else to do on a Sunday morning!

• Insert a new point (using one of those removed from the crossover, but with new timbers) south of the road bridge & connect it up to the Down platform track. This will therefore complete the ‘loop' and allow freight locos to still run round their trains, with the added benefit that Heritage trains will be able to utilise the ‘Down' platform;

• Replace the worn rails in the Up platform area with good quality second-hand bullhead rail, at the same time replacing the timber sleepers with concrete ones;

• Within the station area, replace all remaining timber sleepers under plain track with concrete sleepers;

• Wherever track is being changed, dig out old ballast and replace with fresh material. Serviceable sleepers removed to be stored for future use;

• The majority of the badly worn rail to be scrapped, although some lengths will be re-used in the future for creating containment rails over the Soar viaduct, we already have earmarked some lengths of rail for this - these have been moved up to the viaduct area from the Chord leading to the Midland Main Line, where they were replaced last year.

Due to the re-modelling, the south point and the first point north of the pad are being fitted with FPL's (Facing Point Locks). The south point will be operated from a newly installed ground frame. The north point will still be worked by a lever frame as it is currently.

This project has been a major undertaking, one which has taken many hours of my time, locating the components needed at the right price, raising the funds, endless site meetings, many sleepless nights worrying if I have got it right, will it all work, and can it be done in the time scale agreed with the customer (British Gypsum).

An added challenge to my preparations was the fact that the track plans changed three times - initially there was going to be a cross-over south of bridge 308, with a head shunt going south towards East Leake. This was then revised to just a single right-hand point on the Down side, without a cross-over, but this would have meant that the point blades would be taking all the wear and tear of the gypsum traffic. Finally it was agreed to use the best of the two existing left-hand points making up the cross-over at the loading pad, and position it north of the reverse curve but still south of bridge 308 - this configuration means that the gypsum wagons are traversing the point in a straight line, with corresponding less wear on the blades.

One unexpected problem encountered was that when the sections of point were lifted out and moved, some of the base plates fell off. On inspection it showed that they had been broken for many years! There then followed many phone calls trying to urgently locate individual components for pointwork, which was many years old and out-of-date. Life would be so much easier if cost was not important and new components could be used throughout!

To give some idea of the size of the project, we have used nearly 900 concrete sleepers, 46 hardwood crossing timbers, over 1100 panlock keys, 650 pandrol clips and 1100 tonnes of ballast.

I would like to take the opportunity to thank all those people who have worked so hard with me to make this happen. I could not wish for a better bunch - they are worth their weight in gold!

I have decided, however, that this will be my last big project as I wish to work on my steam road roller and other things, which have been neglected while I have worked on the project for some 19 years now. My road roller is still in my back garden 21 years after I purchased it!