The story of the CSLR so far.....................
Milestones and see the map. Click on the pictures for larger images.
August 2003 - Concrete Viaduct
September - December 2003 - Leaves......
March 2004 - Workshop Corner
March - June - Progress on Engineer
July 2004 - Lifting The Bridge
The viaduct I wanted to make involved casting concrete for the three arches and a bridge section which was easily removable for access. I made moulds, fixed in place using hardboard and wood. I then mixed the concrete in my wheel barrow and began pouring into the moulds, which promptly collapsed!
Realising
I now had only about 30 minutes to recover from a barrow full of concrete, I
rebuilt and supported the moulds before refilling. The results two days later
were somewhat rougher than anticipated, but have been given a rendering of
cement, brushed on to fill the voids in the concrete.
Undeterred
(!), I have made a temporary bridge section from some softwood in order that I
can lay track over the top. This picture shows Bambrough with a passenger train
going over the newly laid rails.
September to December 2003 - Leaves on the Line
This period has been hampered by many things - leaves being one of them. This
year was very dry, the trees holding on to their leaves right until the last
moment, then dropping the lot very late. I seem to have spent hours trying to
keep the running rails clear, let alone make any progress. However, the viaduct
is starting to weather nicely, and I have begun construction of the
elevated wooden base for the next corner. This will hopefully have a spur into a
storage area/engine shed/steam-up bay, as it is approximately 600mm above ground
level and over a paved area.
The reduction in outside work has allowed progress on the loco's and stock, albeit in small but significant areas.
2004 - March - Workshop Corner
The beginning of the year
progress has been halted every weekend by the onset of rain - or snow!
Consequently, there was no advancement until March. A new workshop was
constructed in the top corner of the garden in February and facilities installed
therein to promote the running of the railway. This has allowed the separation
of the railway from the garage and garden equipment, altogether a much more
suitable environment for matters mechanical. The growth of last years planting
however, continues apace!
Following
the build of the workshop, the raised, high-level section of the line that
crosses the doorway could be built. This has introduced another method of
construction into the line, baseboard type trackbase from 12mm marine ply, onto
similar T-section and plastic drainpipe supports. This leads into a long
straight(ish) run down the opposite side of the pond built using decking
timbers, again in a T-section and supported on bricks. This length is arranged
on a falling gradient of around 1 in 80, to terminate at the same level as the
lines beginning.
There is a spur leading to the workshop, but not into it at present. This is probably to be the steam-up area, since it is handy for the facilities and raised from the ground somewhat.
A
difference of height was apparent where Lower Willow Tree station of about 40mm
has meant that the loop there is presently lifted until suitable material is
available to correct this. The point at the south end of the loop was also part
on a slope, part flat and was believed to be the cause of some derailments. Due
to the connection of the two ends of the line being imminent, this point has
been lifted and will replaced further towards the north, as part of a cross-over
to permit turning the engines and their trains.
A
new welded bridge has arrived to replace the temporary structure, but most
progress has been made on the build of No.8. See here for
details and here for video.
During
July, apart from the work on Engineer, the liftout bridge has been fitted in
place and it does actually lift out! The temporary wooden structure has been
replaced by an all steel welded representation of an arch bridge. The butresses
needed to be built up with treated wooden blocks to ensure the correct height
and seating for the new bridge, the track length slightly altered and a new
piece cut to fit the new bridge which is slightly longer than the old one. There
are currently no other fixings to hold the bridge in place save for its own
weight, but some rail clamps will be ordered to made the track connections good.
This should be sufficient to hold the bridge in place. Test running has shown it
does not move in use, but the accuracy of the track joints would be improved
with a good fixing. Now what is needed are some retaining walls for the top of
the viaduct sections and a brickwork representation on the sides.