The Swindon and Cricklade Railway

Construction of the Permanent Way

Document No: S&CR S PW001 Issue 2 Format: Microsoft Office 2010

August 2016

SCR S PW001 Issue 2 Copy 001 Page 1 of 33 Registered charity No: 1067447 Registered in England: Company No. 3479479 Registered office: Blunsdon Station Registered Office: 29, Bath Road, Swindon SN1 4AS

1 Document Status Record

Status Date Issue Prepared by Reviewed by Document owner Issue 17 June 2010 1 D.J.Randall D.Herbert Joint PW Manager Issue 01 Aug 2016 2 D.J.Randall D.Herbert / D Grigsby / S Hudson PW Manager

2 Document Distribution List

Position Organisation Copy Issued To: Copy No. (yes/no) P-Way Manager S&CR Yes 1 Deputy PW Manager S&CR Yes 2 Chairman S&CR (Trust) Yes 3 H&S Manager S&CR Yes 4 Office Files S&CR Yes 5

3 Change History

Version Change Details 1 to 2 Updates throughout since last release

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Table of Contents 1 Document Status Record ...... 2 2 Document Distribution List ...... 2 3 Change History ...... 2 4 Introduction ...... 6 5 The S&CR ...... 6 6 References ...... 6 7 Abbreviations...... 6 8 Definitions ...... 7 9 Preliminaries ...... 7 10 Change Management ...... 7 11 Relations with Neighbours ...... 7 12 Track-Bed and Earthworks ...... 8 12.1 Stability ...... 8 12.2 Embankments ...... 8 12.3 Cuttings ...... 8 12.4 Retaining Walls ...... 8 13 Drainage ...... 8 14 Cables and Pipes under the Railway ...... 8 15 Wires and Cables ...... 9 16 Bridges...... 9 16.1 Overview ...... 9 16.2 Rail over Road/River...... 9 16.2.1 General ...... 9 16.2.2 On the Bridge ...... 9 16.2.3 Under the Bridge ...... 9 16.3 Road over Railway ...... 10 16.3.1 Under the Bridge ...... 10 16.3.2 On the Bridge ...... 10 16.3.3 Pipe Bridges ...... 10 17 Tunnels ...... 11 18 Turntables ...... 11 19 Clearances ...... 11 19.1 Definitions ...... 11 19.2 Restricted Clearance Areas: Passengers ...... 12 20 Lineside Path ...... 12 20.1 General ...... 12 20.2 Requirements ...... 12 20.3 Lineside Equipment ...... 12

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20.4 Places of Safety ...... 13 20.5 Restricted Clearance Areas ...... 13 20.6 No-Refuge Areas ...... 13 21 Track ...... 14 21.1 Preliminary ...... 14 21.2 Curvature ...... 14 21.3 Super-Elevation ...... 15 21.4 Twist ...... 15 22 Rails ...... 15 23 Fishplates ...... 16 24 Sleepers ...... 17 24.1 General ...... 17 24.2 Wooden Sleepers ...... 17 24.3 Concrete Sleepers ...... 17 24.4 Steel Sleepers ...... 18 24.5 Sleeper Spacing ...... 18 25 Chairs ...... 18 25.1 General ...... 18 25.2 Bullhead Rail...... 18 25.3 Flat-Bottom Rail ...... 18 25.4 Unconventional Fixing Methods ...... 19 26 Keys ...... 19 27 Ballast ...... 19 28 Points ...... 19 28.1 Regular Points ...... 19 28.2 Trap Points ...... 20 28.3 Catch Points ...... 20 28.4 Spring Points ...... 20 28.5 Point Levers ...... 20 29 Signalling Requirements...... 21 30 Level Crossings ...... 21 30.1 Farm Crossings ...... 21 30.2 Foot Crossings ...... 21 30.3 Staff Crossing Points ...... 21 30.4 Cattle Grids ...... 21 30.5 Public Road Crossings ...... 21 31 Boundaries ...... 22 31.1 Fencing ...... 22 31.2 Gates ...... 22

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31.3 Car Park Loading Spur ...... 22 31.4 Car Park Foot Crossing ...... 22 31.5 Access by Emergency Services ...... 22 31.6 Regular Lineside Access ...... 23 32 Vegetation ...... 23 32.1 General ...... 23 33 Stations ...... 24 33.1 General ...... 24 34 Lineside Signs ...... 25 34.1 General ...... 25 34.2 Mileposts ...... 25 34.3 Fouling Point Markers...... 25 34.4 Gradient Signs ...... 25 34.5 Stop Boards ...... 25 34.6 Overhead Cable Warning Sign ...... 25 34.7 Under-Track Cables and Pipes ...... 25 34.8 Bridges, Crossings and Other Fixed Structures ...... 25 34.9 Staff Crossings and Places of Safety ...... 26 34.10 Memorial and Dedication Boards ...... 26 34.11 Tunnels ...... 26 34.12 Whistle Boards ...... 26 35 Known Hazards ...... 26 Appendix A ...... 27 Appendix B ...... 30 Appendix C ...... 33

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4 Introduction The construction and maintenance of the Swindon and Cricklade Railway (S&CR) is required to be carried out to best practice and to the requirements of the relevant Legislation and Regulations. This specification covers the construction side of the railway and Maintenance is specified in a separate document [5]. Building & Works and Signalling are outside the scope of this document but are referenced where pertinent. This document starts with an outline description of the S&CR before outlining the requirements for the construction of the railway. 5 The S&CR A brief description of the present railway and its future aspirations is presented in Appendix A, within which Figure A should be referred to when reading the rest of this document.

6 References [1] Railway Safety Principles and Guidance, Consultation Document, Part 2, Section H Heritage Railways, Sub-Section G, Guidance on Operations, September 2007 [2] Operation procedures for the passenger foot crossing at Blunsdon station. [3] Operational notice for the Blunsdon car park loading spur. [4] The Government Pipeline and Storage System, standard requirements for crossing or working near to GPSS pipeline, issue 6, Jan 2009. [5] SCR P PW003 Swindon and Cricklade Railway Track Inspection and Maintenance Procedures [6] British Railway Track, Design Construction and Maintenance No ISBN but forward is dated 1979. [7] Regulation 3 of the Railway Safety (Miscellaneous Provision) Regulations 1997 [8] RSPG Part 2, Section E, Guidance on level crossings [9] Introduction to the Permanent Way Infrastructure, Network Rail NR/PWG/001 Is 2 Nov 2003. [10] Guidance to the approval of railway works, plant and equipment: http://www.rail-reg.gov.uk/upload/pdf/rotsguide.pdf [11] Traffic Signs Regulations and General Directions 2002 [12] RSPG Part 2, Section A (Guidance on the Infrastructure) [13] S&CR Habitat Management: Bridge 107 to Mouldon Hill Crossing, Feb 2013 [14] SCR P PW017 Weed Killing Operations [15] SCR P PW011 Crossing Sighting Distances

7 Abbreviations BR British Railways DfT Department for Transport GWR Great Western Railway HMRI Her Majesty's Railway Inspectorate M&SWJR Midland and South Western Junction Railway ORR Office of Rail and Road RSPG Railway Safety Principles and Guidance S&CR Swindon and Cricklade Railway

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8 Definitions Broadly, the railway runs in a north/south direction. From this: Up: South Down: North A common vernacular is thus: Blunsdon is East, Purton is West. 9 Preliminaries In general this document follows the requirements and recommendations of reference [1] and others, which are summarised. Other requirements in this method statement are based on known best practices, common sense and experience, though recognising the need for these to be backed up with formal requirements when encountered. Requirements are followed where appropriate by a statement in italics on how the requirement has or will be met on the S&CR. Apparent conflict between referenced publications are also highlighted and discussed. Note that [1] applies to the finished article rather than the actual construction process used ([1] 10). Guidance for seeking approval for projects can be found in ORR publication [10]. Adherence to [1] is only advisory ([1] Forward, 1, 2), but if the requirements towards safety, physical assets and their operation are followed, and adherence is demonstrated ([1] 12, 27), then this creates a sufficient level of safety for approval by the HMRI ([1] 3, 22). Any deviations from [1] shall require the HMRI to be satisfied that a full risk assessment has been carried out, that all intolerable risks identified are eliminated and that all remaining risks are reduced to as low as reasonably practical ([1] 4, 14). Note that the S&CR shall be considered a standard-gauge minor railway ([1] 16, 17), i.e. maximum speed 25mph, and so although bound by present railway legislation is not subject to its full force ([1] 5, 22b). 10 Change Management The requirements of [1] apply to new works only, or to existing works where changes to the infrastructure or operating procedures are made ([1] 6, 7). Such works shall consider the safety of the users of the railway and those affected elsewhere ([1] 11). In particular, any changes proposed to existing works, plant or equipment should follow the requirements of [1] rather than those prevalent at the time of the original approval ([1] 15, 26). For such changes, the effects on the whole railway shall be considered ([1] 28) including for example physical effects from visiting locomotives such as wheel profiles, loading gauge, axle weight and driver sightings ([1] 29, 30) and any collateral effects on other operations ([1] 31). Other changes may bring inconsistencies with existing works and procedures so these need to be considered as well ([1] 32). In addition there may be works, plant, equipment and practices that might not meet all the requirements of the RSPG but have been in use over a long time or were introduced for historical accuracy. These must have acceptable levels of training and safeguards that comply with the railways safety case or safety case exemption certificate ([1] 23, 24). 11 Relations with Neighbours Precautions may be required to minimise vibrations in adjacent buildings ([1] 40). Noise created by railway traffic should be kept to a minimum ([1] 41). At present all neighbouring buildings are well beyond the reach of vibration. Agreement with representatives of the closest neighbours to the line (along the southern extension) sets limits on hours and frequency of rail traffic and appropriate limitations on the use of horns and whistles, i.e. only in emergency and if there are workers on the line. In built-up areas, minimise rail-squeal by having all curves as gentle as possible and by minimising the use of sharp-angle points.

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12 Track-Bed and Earthworks 12.1 Stability The permanent-way shall be designed and installed to a standard that is suitable for the axle-load, tonnage and speed of traffic and maintained to ensure adequate stability, line and level under all load conditions and extremes of temperature([1] 36, 37). Where possible the S&CR will consist of track laid on the original track bed, thereby gaining the best structural support for the track. It follows that the track should where possible not waver onto the unused part of the formation where the track support will be reduced and where the transition between the two will most likely create long term track twist problems. For weak or unstable ground, additional measures may be required to ensure stability ([1] 38). An example is the use of a blanket placed under the track to prevent clay working through from the track bed ([1] 47). Blanket materials are available for use within the northern extension of the line through Farfield Lane cutting; where it is possible that the formation will be soft (this will be established during refurbishment of the cutting). 12.2 Embankments Embankments should be constructed using suitable materials to provide adequate support to the formation and long-term stability ([1] 104). Similar consideration should be given to embankments where any part of the height is formed of vertical or near-vertical surfaces ([1] 120). Packed layers of crushed stone have been used with success for the incline between bridge 108 and bridge 110. Road planings have been used along the top of bridge 107a. 12.3 Cuttings Cutting slopes should be graded to ensure long-term stability. If the sides are steep then precautions should be made to prevent materials falling onto the line ([1] 105). Due consideration is required to the destabilising effects of burrowing animals ([1] 111). The only significant cutting is at Farfield Lane. This has recently been shorn of many decades of growth and will need its sides rebuilt. A factor to consider is the significant numbers of root-balls in the sides – due consideration is required. 12.4 Retaining Walls Retaining walls should be designed for long-term stability. These should be capped with railings where staff are required to gain access to the top of the wall and particularly where the slope above the wall is steep ([1] 110). There are no retaining walls on the S&CR. 13 Drainage Cross-falls and drainage should be provided as required ([1] 38). This should conform to the requirements of all relevant statutory authorities ([1] 109). Culverts linking drainage ditches between one side of the line and the other should be where possible a single plastic pipe. Clay pipes should not be used. The infill above the pipe should be built up of layers of compacted crushed stone or similar. The location should be documented and each end should be marked if it is likely that the culvert will be difficult to locate after a few years. The toes of embankments should be protected against scour and erosion ([1] 106), also the embankments, the cutting slopes and the track protected from strong flows of water ([1] 107). Any cross-flow of ground or surface water should be intercepted and directed ([1] 108). Bridges and other structures should also have adequate provision for drainage ([1] 115). 14 Cables and Pipes under the Railway All pipes and cables should be ducted under the track through suitable piping if necessary and should be indicated by line-side markers.

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15 Wires and Cables All wires and cables passing over the line in the open should be at least 6000mm above rail level allowing for wind and temperature ([1] 146). Higher clearances are required for electricity power cables ([1] 147). See section 34.6 for markers ([1] 184,185). 16 Bridges 16.1 Overview Bridges should be durable and provide for ease of inspection and maintenance. Inspection and consequential instruction on inspection and maintenance should be carried out by a competent bridge engineer ([1] 113). Consideration should be given to the safety of those that carry out the inspection and maintenance ([1] 114). The only bridge over the railway at present is bridge 110. This is a pre-existing structure which is owned, inspected and maintained by Swindon Borough Council. Bridges carrying the railway are 107a and 107b, both between Blunsdon and Taw Valley Halt. A replacement bridge is required at Farfield Lane which shall be designed to the requirements of the time and with due regard to the requirements in [1]. 16.2 Rail over Road/River 16.2.1 General All new-build or reconstructed bridges and more substantial culverts (i.e. more than just a cross-pipe) shall be constructed and inspected to the standards prevailing at the time ([1] 116). Bridge 108, 107a and 107b and the culverts at Mouldon Hill are to RU loading to BS5400 part 2 1978. 16.2.2 On the Bridge Bridges shall have a safe line-side walkway with substantial parapet or railings no less than 1250mm (4ft) above the walkway. Where railings are provided then the lowest 150mm should have a solid infill ([1] 124). Bridge 108 has a walkway along one side with railings and stepped access at each end. Bridges 107a and 107b both have sufficient clearances each side for a line side path to the clearances in section 20.1. Where a train may routinely stop with passenger vehicles stood on the bridge, railings are required in case passengers alight in error ([1] 125). Of the three bridges that carry the line, only bridge 108 has the potential for being mistaken for a station area and this bridge has railings on both sides. Consideration should be given to the possible effects of a train being derailed either on the bridge or on the immediate approaches, such as providing suitable means to contain the wheels of derailed trains. Robust kerbs are considered suitable as are, for minor railways, check or guard rails ([1] 121). The containment should ideally extend for at least 1.5m each side of the bridge ([1] 122). Bridge 108 is a short span with no rail joints over its deck and train speeds are sub-10mph in both directions, reducing the consequences of any derailment. The bridge beams provide sufficient containment. The largest perceived risk is a lead vehicle derailing on the approach and then hitting the bridge parapet, but the risk is minimised by there for example being no pointwork or sharp curves either side. The parapets of bridge 107a and 107b are sufficiently distant from the track, that their contribution to the consequences of any derailment will be minimal. 16.2.3 Under the Bridge The headroom for new bridges over public roads should be at least 5.3m over the full road width including hard shoulders and be maintained thereafter to no less than 5.03m ([1] 117). For high-load routes the required clearance may be greater, per DfT requirements ([1] 118). For reconstructed bridges, the headroom should not be reduced and ideally should be raised to 5.3m ([1] 118). If the headroom is unavoidably less than 5.03m (for new or existing bridges?) then ‘Low Bridge’ signs should be appended, per reference [11]. Further protective measures may be required in accordance with DfT guidelines. In such cases the relevant highways/roads authority and the HMRI should be consulted ([1] 119). The road approaches to bridges passing under the line might require safety fences that comply with the appropriate DfT safety standards, especially if the road curves and/or is on a falling gradient ([1] 180).

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Measures may be necessary to protect the piers of bridges carrying the railway from damage caused by road vehicles, or for the case of river-bridges, water-scour and collision by boats ([1] 123). The only road-under-rail traffic is at bridge 107a and possibly for the eastern approaches to Mouldon Hill station. For bridge 107a the road is essentially unmade, for Land-Rover style agricultural vehicles and with height already restricted by another low-height bridge to the east. Bridge 107b is a drainage culvert with no boat traffic. For bridge 108 the headroom is minimal (as it is for another river bridge nearby). No boat traffic other than canoes is possible. Scour damage is prevented by sheet pilings each side. 16.3 Road over Railway 16.3.1 Under the Bridge For new bridges, the possibility of a derailed train hitting the supports of bridges and other lineside structures requires that these shall be at least 4.5m from the nearest rail. If this is not possible then these shall be designed or protected to survive the likely impact forces ([1] 126). Bridge 110 was built to double track width and the line was re-laid towards one side. This limits the risk to one bridge support, for which the risk of being hit by derailed vehicles is minimised by the ruling line speed is 5mph in this area. The other track position under bridge 110 is occupied by a passenger footpath, for which the risk of being overrun is minimised by a stout raised kerb between the track and the path. 16.3.2 On the Bridge The parapets of road bridges should have the strength, containment and design characteristics specified by the Department of Transport or other relevant authority, with equivalent standards applied on the approaches as appropriate ([1] 128, 180). The bridge should have ‘high containment’ parapets if the likelihood of impact and damage to the parapets outweighs the hazards resulting from the containment and redirection of road vehicles within the traffic stream ([1] 134). In particular, the parapets must be designed so that any foreseeable impact cannot dislodge any parts of the structure onto the railway ([1] 134). For bridge 110, the road is single lane with alternate flow controlled by traffic lights. Though not necessarily built for the traffic using it today, traffic speed is low and the risk of vehicles or bridge parts falling below is minimal. New bridges should be designed to deter people from climbing along the structure, walking along the parapets (particularly if the parapet walls are more than 100mm thick) and throwing objects onto the railway ([1] 127, 132).All coping-stones and other parapet attachments should be securely fitted to prevent removal ([1] 131). There has been little history of vandalism or errant behaviour with people using this bridge. For foot-bridges and bridges carrying general traffic, the public-face of the parapet should be smooth and at least 1.5m above the paved surface, or 1.8m for equine traffic ([1] 129). Where vandalism is a problem then 1.8m parapets may be required. If a footbridge then a completely enclosed structure may be required ([1] 130). The proposed replacement bridge at Farfield Lane shall be designed with the above in mind. Alternatively, for bridges that by Order only convey motorised road vehicles, the minimum parapet height may be reduced to 1.25m with the lower 0.6m with mesh or solid infill which may be mounted on the longitudinal members of the parapet ([1] 133). There are no such bridges on the S&CR. 16.3.3 Pipe Bridges Pipes other than those conveying water or other non-hazardous substances should be based on a proper design of beam or support structure, with means to contain any spillage and direct it away from the railway. If intermediate supports are required then these shall meet the crashworthiness considerations above ([1] 136, 138).

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Alternatively, pipes conveying water or other non-hazardous substances may be free-standing subject to the agreement of the HMRI ([1] 136). In all cases appropriate measures shall be used to prevent trespass onto the bridge ([1] 137). There are no such bridges on the S&CR. 17 Tunnels If a new tunnel is to be bored, or an existing tunnel is being altered, then refer to [12] and discuss with the HMRI ([1] 139). The S&CR does not have tunnels at present. 18 Turntables Turntables should be on level ground, be suitable for the longest vehicle to be turned, have adequate lighting and have suitable protection and all-round clearance for pedestrians ([1] 79, 80). Where there is an exit from the turntable to the main line then the turntable bolt shall be interlocked with the signals ([1] 81). The S&CR does not have turntables at present. 19 Clearances 19.1 Definitions The typical structure gauge for existing routes and for extensions to existing routes are shown in Appendix C ([1] 140, Fig 2). Adherence to these dimensions should ensure the safe passage of trains and the required clearances are met wherever trains have windows through which passengers and staff may lean out ([1] 141). In the following, the references in braces, Eg {B} are references in Appendix C. The S&CR shall be considered a standard-gauge minor railway ([1] 16, 17), ie maximum speed 25mph. Assumed here is a kinematic envelope of up to 3020mm for a static profile of 2820mm on standard gauge straight and level track. These figures need to be increased where the track is curved or is canted ([1] 163 note 2) {A}. For line speeds up to 25mph the lateral clearance between the kinematic envelope and the structure-gauge shall be at least 250mm {B}, but reducible to 100mm if the windows on all rolling stock do not permit passengers to lean out and the track is positively located in relation to the structure ([1] 143) The vertical clearance between the kinematic envelope and the structure gauge should be a minimum of 250mm, down to a minimum of 100mm where the level of the track is positively fixed in relation to the structure ([1] 145) {C}. For the S&CR the structure gauge shall be determined by the most restrictive structure on the railway. This is currently bridge 110 for which the clearance is 13‟10” (4216mm). This implies a maximum nominal vehicle height of 3966mm (13‟0”), increasing to a maximum of 4116mm (13‟6”). Taller vehicles may pass underneath with caution. Not shown are permissible infringements above the rail level for conductor rail equipment, guard and check- rails, train-stops and structures in the space next to the tracks and between them ([1] 163 note 3). The clearances between the kinematic envelopes of trains should be at least 380mm ([1] 153) {D}. This should be adhered to for all altered or reconstructed lines, but if not possible in full then should not be less than 100mm ([1] 154). 285mm is implied in Appendix C assuming a kinematic envelope of 3020mm, but 380mm will be used. Where there are more than two running lines or there are sidings next to the running lines then additional clearance may be required between these lines to ensure the safety of trains and staff ([1] 155). New bridges, tunnels and cuttings shall have at least one metre clearance between its walls and the sides of the widest stock on the line when static, to allow emergency evacuation of trains and to prevent children touching the walls when trains pass through ([1] 142) {E}. This implies 1693mm from the rail to the wall, just slightly greater than the 1619mm implied in Appendix C. The larger figure will be used.

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See also sections 16.2 and 16.3 for bridge crashworthiness considerations. Structures such as bridge girders, ground signals and other operational equipment are permitted to have below- platform components that encroach within the structure gauge to a minimum of 50mm from the kinematic envelope. This may be reduced to 25mm where the kinematic envelope makes allowance for maximum vehicle displacements including due allowance for a serious rolling stock suspension faults([1] 148). Reference [1] provides no exact figures about the kinematic envelope below platform level, but reference [6] page 341 implies 780mm. The closest known structures to the line are the girders of bridge 108 which have clearances of 810mm and 840mm at the time of writing. For platforms and other structures where reduced clearances have been permitted, the platform shall be provided with track datum markers ([1] 150, 190). 19.2 Restricted Clearance Areas: Passengers If there are no windows from which passengers can lean out then the 450mm clearance applies up the whole height of the carriage. This may further reduce to 150mm if it is also not possible for staff to lean out and there is a positive means to fix the position of the track in relation to the structure. There are no such clearance restrictions on the S&CR. 20 Lineside Path 20.1 General Where staff are permitted to be on the line while trains are running then additional clearances are required beyond those required for the trains and for passenger safety to allow workers to stand clear ([1] 156, 157). These are set out below and their provision should be reviewed when there are ([1] 158): a) new structures built b) existing structures are reconstructed c) the line-speed is increased, making the warning time too short d) the addition of additional tracks or the realignment of existing tracks results in significant changes to lineside clearances. If existing clearances are less than those below then these shall not be further reduced nor their length and/or frequency be increased, such as by track alterations or changes to the rolling stock, without the agreement of the HMRI ([1] 161). 20.2 Requirements There should be a path along at least one side of the line along which staff can walk and may stand in safety during the passage of trains ([1] 89) A line-side path should be at least 700mm wide ([1] 89) and at least 430mm clear of the kinematic envelope ([1] 160). This is 1223mm from the nearest rail. For adjacent sidings where the only work carried out involves side access for entry or for simple tasks such as examination of rolling stock, train preparation etc then the total clearance between adjacent static envelopes nay be 830mm ([1] 102). This is 2216mm between nearest rails. Line side paths should be kept clear of materials ([1] 89) and the vegetation kept under control, thereby providing a safe walking route for staff along the line. Where there are cable troughs that forms part of the walkway then these shall not introduce additional hazards and have lids secured properly ([1] 90). Lineside paths shall be kept clear with weed-spraying. Other parts of the formation lack proper lineside paths at present – this will be addressed as suitable materials become available. 20.3 Lineside Equipment Items not exceeding 2m in length such as lineside cabinets signal posts etc should not obstruct lineside paths. Where it is not possible for the path to pass safely between the structure and the track then the path shall pass behind instead ([1] 83).

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Lineside structures shall ideally not have doors that open towards the track ([1] 84). These need to be accessible safely without danger from trains. Waist-high barriers should be provided wherever there is danger of staff stepping out onto the line ([1] 82). Lineside equipment shall ideally be at least 1923mm from the nearest rail, i.e. clear of the lineside path. If there are doors that open towards the track then these shall adhere to the same clearance rule when opened to the minimum distance from the track. Where train crews regularly require to gain access to the track then suitable hard standing should be provided ([1] 87). Currently this is at South Meadow Lane where loco crews occasionally need to change ends. Signal posts and their telephones shall not be closer than 570mm from the kinematic envelope ([1] 86). 20.4 Places of Safety If the track formation prevents the creation of a line-side path then provide places of safety that are at least 400mm wide ([1] 93) and 430mm from the kinematic envelope, ie 1223mm from the nearest rail. In areas where the lineside path is lacking and lineside vegetation is a problem then recesses are cut into the undergrowth at intervals along the line, but this is only a last resort. Refuges should be of adequate size for the maximum number of people required to use then together with their equipment. Each refuge should be no less than 1400mm long and 700mm deep and with 2000mm headroom. Its floor should not differ substantially from the level of the line-side walkway unless there is easy access. Each refuge should be kept free of cables, pipes etc. The positions of refuges should be marked for effective identification (lights, reflective marker plates etc). Where the clearances each side of the line are different then the corresponding positions of safety should be marked clearly ([1] 101). A place of safety that is between two running lines or between a running line and a siding should be at least 900mm wide to allow for the possible effects of staff disorientation and the aerodynamic effects of passing trains ([1] 99). The width between the tracks shall be at least 900mm plus twice the minimum clearance between the place of safety and the kinematic envelope ([1] 100). This is 3346mm between nearest running rails. The S&CR does not impose places of safety between two running lines. North of Blunsdon and North of Hayes Knoll where there is a siding next to the running line then this area is used as a place of safety unless there are shunting manoeuvres in these sidings – rare on passenger operating days because of the need to block the passenger line for these manoeuvres. 20.5 Restricted Clearance Areas Where the required lineside clearances or places of safety for staff safety is not available then a risk assessment should be carried out to see whether a safe system of work is possible while trains are running. If such working is possible then this usually requires that ‘Limited Clearance’ signs are erected at about eye level at each end of the restriction ([1] 95) and at any potential access points in between - including at platform ends ([1] 98, 188).

For a single-track line the refuges should be staggered from side to side or all on one side, with a maximum effective spacing of 20m. 20.6 No-Refuge Areas If all of the following are true: a) the required clearance for staff safety are not available, b) there are no refuges for a distance of greater than 40m c) the sighting distances are too short to prevent timely evacuation of the line when a train approaches,

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then work in that area should not be allowed while trains are running ([1] 94). Such areas should be marked by a ‘no refuge’ prohibition sign at each end ([1] 96) and at any potential access points in between, including at platform ends([1] 98, 188).

Where clearances are adequate for a path on one side only then a prohibition sign should be placed on the restricted side of the line at each end of the restriction ([1] 97). 21 Track 21.1 Preliminary The track shall be standard-gauge (ie 4ft 8 ½ inches). Unconventional forms of track construction shall first be discussed with the HMRI ([1] 52). No unconventional forms of track construction are used on the S&CR passenger lines. The running rails and the methods used to attach them to the sleepers shall comply with the appropriate British or European Standard or an equivalent that is acceptable to the HMRI ([1] 53, 58). Tie-bars used to maintain gauge are not allowed in pointwork and should not be used as a permanent fixture (ideally six months maximum). These shall be inspected and maintained wherever used and ideally three are installed at each location to provide a more even load distribution ([1] 59). 21.2 Curvature Curvature should be minimised to reduce wheel and rail wear and increase load-haulage capability. As a general guide the minimum radius curve should be at least 20 times the maximum fixed wheelbase of rolling stock using the line([1] 63). Minimum curvature also reduces rail-squeal – an important consideration for neighbourhood relations. Where there are vehicles with a rigid wheel-base of 3m or more then all curves sharper than 200m (10 chains) radius shall be provided with check-rails ([1] 60). For multi-axle rigid wheelbase vehicles, the wheelbase is assumed to be between the outer two rigid axles.

The check-rail flange gap should be set as below:

F = flange width W = wheel back-back inner rail check rail outer rail outer rail

check rail inner rail

B = bearing edge of check-rail to running edge of outer rail

flange gap Want flange gap so that: B = W + F

Long check-rails should be avoided if at all possible; these require numerous double-chairs of the correct jaw spacing. Also the check-rail itself requires lubrication on the rubbing face to reduce rail and wheel wear. On pointwork this can be applied manually, but for longer check-rail runs a mechanical lubricator is the only practical solution. This would require regular maintenance and is prone to vandalism.

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21.3 Super-Elevation This should only be considered after consultation with someone who is competent in permanent way matters ([1] 62). Cant (super-elevation) is not used on the S&CR at present because of the minimum curvature and low maximum speeds, but will be considered for the future curve between the present Taw Valley station and Mouldon Hill station. 21.4 Twist This should not exceed 1 in 300 (see reference [5] for measurement of twist). 22 Rails These should be appropriate for the maximum axle-weight of locomotive expected, given a maximum operating speed of 25mph([1] 53). Axle-weights of 25 tonnes are not the norm for the S&CR but are assumed possible from visiting steam and diesel locomotives BS 95R bull-head rail is used at present. BS 113A flat bottom rail is being obtained for use in future extensions of the railway. If rails require cutting and re-drilling then this shall not be carried out with gas torch ([1] 55). Disc cutters and rail broaches are used. Rails found to have gas-cut ends or gas-cut holes are trimmed and re-drilled before use. Rail lengths should preferably be 60ft but 45ft is acceptable. Slightly shorter rails may be used, consistent with being shortened by the trimming of worn or damaged ends. Note: the rails need to be laid in pairs matched for length, so the use of standard lengths will avoid the need to trim rails to make matched pairs and makes their replacement easier in the future. In addition, there should be a minimum of stagger between joints; around an inch maximum is acceptable, but any more will need one rail to be trimmed. On passenger lines both joints should be in the same sleeper bed; joints in neighbouring beds are not allowed. Closure rails should be no shorter than 4.5m unless pre-agreed with the Inspectorate ([1] 57). This is adhered to out on the running line, but shorter lengths exist within station limits and in pointwork, both low-speed areas. The minimum rail profile should be 5.2 inches when laid [Ref?]. Avoid rails with surface damage such as from wheel-spin burns. These defects get worse in time so cut out the damaged section or do not use the rail at all. Light damage to rail edges may be tolerated if these are not on the intended running edge. Rails with dog-leg bends should have the bends taken out with a Jim-Crow before being laid. Do not assume that the rail will straighten itself once laid because experience has shown that the dog-leg will reassert itself in time and will by then be far more difficult to remove. Rails with end-batter beyond TBDmm or with sub-standard fish-plate holes, i.e. worn oval or flame-cut, should be trimmed and new fishplate holes drilled. All rails are currently second-hand and so one edge will tend to have a different profile to the other. The ideal running edge is nicely rounded. Avoid using a square or lipped edge (these do not round off over time) or edges that are badly side-cut.

Lipped, usually from having been the inside rail on a curve

Sidecut, usually from having been the outside rail on a curve

Bullhead rail profile Fig22: Bullhead rail profile showing lipping and side-cut

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At each joint ensure that as much as possible the rail profiles match, so that with stepped fishplates or shims if necessary there is a smooth transition from one rail to the next. Rails with wildly differing profiles will never make for a good joint. Note that a slight mismatch may be removed with a light grind. The rail tops must be level beforehand and the grind blended into the rail profile over a distance of 1.5m each side of the joint. ([9] p63) The expansion gaps between rails should be set as follows: Rail Temperature Gap Less than 10 °C 10mm 10°C to less than 24°C 6mm 24°C to less than 38°C 3mm 38°C and above Zero 23 Fishplates Four-hole fishplates should be used. These should be the correct profile to match the rail. If the rails have different wear depths then they shall be joined using stepped or shimmed fishplates so that the two running faces match. This avoids rail batter and reduces impact forces when running from the low rail to the high rail, thereby reducing the rate at which dipped joints form([1] 64).

Less worn rail becomes Rail with greater wear becomes dished rounded off at the end

Effect of joining two rails of unequal wear without correction at the joint

Stepped fishplates Fishplates with shims

If there is no choice but to use fishplates that are slightly worn then the gaps between rail and fishplate should be filled with the correct size wear-shims. These are manufactured from tapered thickness sheet steel. Be aware that it is inevitable that the wear-shim will not be an exact fit for the joint and so there will be added stress in the joint when the bolts are tightened. Fishplates should be well greased to facilitate rail expansion and therefore prevent buckling the rails. Where possible fishplate nuts should be shake proof and should not be over-tightened ([1] 65). Inspection is carried out during regular track inspections and, in more detail, during periodic re-greasing of the fishplates. There should be no rail joints in inaccessible places such as within level crossings or on bridges ([1] 54). Joints on bridges shall be avoided anyway because these are a source of shock loading into the bridge structure. This has been adhered to on the deck of Bridge 108 and all crossings. This rule need not be applied to the culvert at bridges 107a and 107b because of the depth of material under the track will spread any shock loading. Fishplates should not touch either chair each side.

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Fishplate bolts should be 15/16” diameter with minimal corrosion along the shank under the head and with good threads, i.e. there should be minimal slop between the nut and the bolt. The bolt must protrude from the nut by at least one thread. Bolts found to be shorter than this should be replaced as soon as possible. Insulated joints should be installed for track circuiting. Cast fishplates with nylon insulators should be used unless a more suitable method prevails. Wooden fishplates shall not be used regardless of their apparent quality when received. 24 Sleepers 24.1 General Sleepers may be wood, concrete or steel ([1] 51). In general, concrete sleepers should be used in preference to wood. Wooden sleepers should however be used for: a) track over bridge decks, to minimise vibration into the bridge structure. b) track-circuit areas because the reinforcing bars in concrete sleepers can cause a short circuit between the two chairs c) wherever gauge-widening is required on the sharper corners (this has not been a requirement so far) Bridge 108 has wooden sleepered track. The culvert at milepost 36.4 and bridge 107a all have sufficient depth of material between the track and the deck to make imposition of wood irrelevant at these locations. The mixing of concrete and wooden sleepers in the same panel should be avoided where possible, as should a mix of thicknesses within the same material. Exceptions include: a) when running from a concrete sleepered panel to a wooden-sleepered panel the first two sleepers each side of the joint should be wood. b) when running over a shallow culvert or suchlike when the cushioning effect of wood would be an advantage. 24.2 Wooden Sleepers Hardwood tends to last much longer than softwood and so is being used during spot re-sleepering and for wholesale renewals of wooden-sleepered track. In addition: a) Hardwood should also be used in locations where sleeper replacement is difficult such as under bridge 110 and the deck of bridge 108. b) Hardwood or concrete sleepers should also be used under all farm crossings because in addition to the difficulty of replacement, these sleepers are difficult to inspect and will experience far more damp than neighbouring sleepers that are out in the open. All wooden sleepers tend to be second-hand and so will have pre-existing holes. Where possible use the holes that line up and drill fresh holes for the rest. If the new hole is within half an inch of an old hole then plug the old hole first. Do not be tempted to use slightly misaligned holes as the chair screws will end up at an angle – this weakens the hold on the chair and may even force the chair out of gauge. If the existing screw holes are slightly worn, i.e. the screw does not tighten properly, then maintenance screws may be used. These have „M‟ stamped on the head and are slightly thicker than normal screws. If maintenance screws are not available then the holes should be plugged and re-drilled. Hardwood sleepers tend to have splits in them – these are acceptable provided they do not pass too far through the sleeper. Cracks should be held closed by through-bolts with fang-plates or nail-plates. Metal banding may also be used. Avoid having chair screws passing into a crack as the screw grip will be weak and there will be undue stress on the device used to hold the cracks closed. 24.3 Concrete Sleepers Second-hand sleepers should be checked for loose fittings and exposed reinforcing rods ([1] 51 note 2). Concrete sleepers are the most resilient to decomposition but can suffer frost damage causing the reinforcing rods to be exposed. These are also prone to cracking unless properly supported by the ballast.

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Therefore, after the track is first laid, the weight, speed and frequency of traffic shall be kept to a minimum until the track is lined and tamped. These should have no cracks through the middle as this indicates a broken back. Some missing lumps are acceptable but there must be no exposed reinforcing wires in the length between the chairs. Broken corners with exposed wires may be acceptable if not too much concrete is missing. 24.4 Steel Sleepers Steel sleepers have been obtained in the past but are susceptible to rust and are difficult to pack. These are not being sought actively and those already present on the S&CR are used for sidings only. 24.5 Sleeper Spacing There shall be 24 sleepers per 60ft panel of track, 19 per 45ft panel and 13 per 30ft panel. The sleeper spacing should close up near the joints with sleepers each side of the joint itself no more than 2ft([1] 56 note 2). The ideal sleeper spacings are shown in Appendix B. 25 Chairs 25.1 General There are various means for securing rails to sleepers ([1] 66). This includes spikes ([1] 67). Spikes are not used on the S&CR. For bullhead rail are cast chairs secured with coach-screws or through-bolts ([1] 68, 69). 25.2 Bullhead Rail For wooden sleepers, chairs secured with coach-screws should be used as standard in all new-build works. Where sleepers with GWR through-bolt fixings are already laid then these should be replaced with coach- screw chaired sleepers at the next convenience or when due for replacement. When fitting chairs, replace wooden ferrules with nylon and replace damaged nylon ferrules. On sleepers already laid, replace any defective wooden ferrules as soon as possible after discovery.### ([9]p27) Over-tightening the screw will crush nylon ferrules. Leave around 6mm between the screw and the chair. For concrete sleepers, GWR-style chairs recovered from wooden sleepers may be used. There should be a felt or rubber pad between the chair and the sleeper([1] 69) to provide cushioning between the chair and the sleeper and helps spread the load over the concrete surface. Chairs with corners missing around the base are acceptable provided the screw holes are not opened. That said, keep damaged chairs for sidings and other non-passenger lines where possible. Chairs with damaged jaws should not be used. 25.3 Flat-Bottom Rail These shall be secured using „e‟-clips and so shall be used with concrete and wooden sleepers fitted with the appropriate cast metal pads or with concrete sleepers with integral fittings.

Alternative fittings for wooden sleepers comprise stamped steel plates secured to the sleeper with four coach screws and with arched features for gauging the rail and accepting the „e‟-clips. These have been encountered on some pointwork; such pointwork may be used at line-speed, noting that such speeds are only possible when the point is traversed in the straight-through setting.

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25.4 Unconventional Fixing Methods GWR-style chairs secured to sleepers using coach-screws (with nylon washers under the screw heads) is presently being tried as an experiment in the entrance to the engine shed complex. If successful, i.e. the screws stay tight and there is no gauge spreading then this method shall be extended to other non- passenger areas.

26 Keys Wood or spring metal keys may be used ([1] 69). The S&CR standardises on metal keys except for check-rails [a] because these are better at absorbing lateral forces. For metal keys, „Pan-90‟ double-keys are now used as standard especially wherever: a) there is the possibility of keys working loose such as on the incline from bridge 110 to bridge 108 b) access to the keys is difficult, such as within farm crossings c) the rail web is slightly thinner than usual or if the chair jaw is slightly worn, ie circumstances where an ordinary spring key would be more likely to work loose. [a] Some check-rails use Pan-90 keys, where there is a history of the wooden keys frequently working loose. 27 Ballast The ballast type and depth should reflect the loadings and the nature of the formation ([1] 39, 45). 150mm ballast depth is recommended for jointed track with a minimum shoulder width of 380mm ([1] 46). This should be sharp and hard wearing and be laid on a firm base. The ballast should be free of contamination as this affects drainage and ballast elasticity. The S&CR uses 35-50mm carboniferous limestone. The minimum ballast depth below the sleepers for new or refurbishment works is 150mm and needs to be at least this for the tamper machine to operate without puncturing the track-bed. Some long-standing parts of the S&CR have a ballast depth less than 75mm. These are in areas with a low- speed limit such as on approaches to station pointwork, some pointwork and along the platform lines. These depths are steadily being increased where possible during maintenance works. The ballast should be sufficient to prevent track movement and consequential strained or dipped joints ([1] 50).The shoulders should extend at least 380mm from the sleeper ends, increasing to 600mm on sharp curves. The ballast height should be above the sleeper level. In mountainous areas or elsewhere where the track may be built on rock, an extra depth of ballast may be required to avoid hard-spots in the track ([1] 48). No such formations exist on the S&CR. 28 Points 28.1 Regular Points The current preference is for bullhead points but the use of flat bottom pointwork shall be explored for the future. All facing pointwork on the passenger network should be fitted with facing point locks ([1] 70). Preferably, passenger pointwork should have long flexible blades ([1] 73). Industrial or tramway-style stub or hinged blades should not be used for passenger railways as these tend to give large turning forces with the attendant risk of derailment ([1] 73). Flexible blades are used on the S&CR, with the root firmly held in keyed chairs and with „Z‟-straps to prevent the blades from creeping. One exception is at Taw Valley Halt that has short blades secured by the fishplate at the root and by the chair nearest the joint, which has a slot conforming to the loose profile of the rail and no key. There is no „Z‟-strap. Passenger trains run through at low speed and in the straight direction only. Where possible all new or replacement pointwork should be 1 in 8 or longer, shall use hardwood sleepers and screw chairs. Softwood sleepers may be used if they appear good for several years of use. Do not cut a softwood sleeper to length, even to make a good sleeper out of one with a damaged end. Experience has showed that the cut end starts to rot very quickly even if painted with preservatives after cutting.

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All blade and crossing assemblies should be stripped, greased and re-assembled before being fitted to the points. This includes de-seizing of all slide-chair bolts though beware that those with cross-cut nuts will strip the threads if any attempt is made to remove them; for these bolts just tighten them up. This work will pay dividends for future maintenance. The appropriate number of stretcher-bars and drives should be used on all points ([1] 74). Typical pointwork on the S&CR has two stretcher-bars, the first forming part of the facing-point lock mechanism for passenger pointwork. The flangeway clearances at crossings and check-rails should be compatible with the profile of the wheel flanges ([1] 75). 28.2 Trap Points Where sidings converge onto passenger lines then trap points should be provided to derail any overrunning vehicles that would otherwise foul the passenger line ([1] 77). Trap points should also be installed if there is a risk of signals being disregarded ([1] 268). The S&CR has a policy of ensuring that all such sidings run uphill to the passenger line thereby removing the need for trap points. This has been implemented at the car park spur at Blunsdon, the stock siding at Blunsdon and the buffet spur at Taw Valley Halt. The only risk then, is from a loco leaving the siding without permission. If this happens then the 5mph speed limit in the general area will allow emergency stops to be made over a very short distance. In addition, siding manoeuvres tend not to be carried out at the same time as a passenger operation in the same area. If it is later decided that some form of egress prevention is required then fouling blocks may be installed. The siding complex at Hayes Knoll does not have ramped exits to the station but is isolated from the passenger network by points #17, these being controlled from the signal box rather than yard hand-levers. 28.3 Catch Points Catch points should be provided to derail vehicles running away backwards, located such that vehicles are not directed towards another line or another hazard. Due consideration should be given on passenger lines on rising gradients to arrest vehicles which may have become divided from their train ([1] 78). The main risk area is the rising gradient from bridge 110 to bridge 108, where detached vehicles could run down the bank and through the passenger foot crossing. Trap points to protect the crossing are inappropriate because there is nowhere safe for vehicles to be thrown. In addition, the risk of running through a facing catch-point that is set to the protective position is greater than the risk of breakaway un- braked vehicles. Therefore, protection to crossing users shall be through adherence to the operating procedures for the foot crossing in reference [2]. Here the gates are held closed until the last vehicle is south of bridge 108. 28.4 Spring Points These are typically used on run-around loops and allow the locomotive to be guided around the loop without the need for someone on the ground to operate the points ([1] 71).

No such points shall be used on the S&CR. 28.5 Point Levers Hand-operated points on non-passenger lines may be operated by a spring-loaded toggle mechanism ([1] 72).

This and other designs are used on the S&CR. These need not be interlocked with the signalling or be fitted with facing point locks.

Passenger pointwork shall have facing point locks and be under control of a signal box or by ground frame released using a token.

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29 Signalling Requirements Though signal and telegraph is beyond the scope of this document, the permanent way should be designed to accommodate the requirements of the signalling system, such as point rodding, facing point locks and treadles ([1] 42). The requirements for signalling and telegraph are directed by the S+T department and met as follows: a) facing point locks are installed on all pointwork likely to convey passenger services b) insulated joints are fitted where directed for track-circuiting c) also for track circuiting, wooden sleepers are installed in preference to concrete sleepers because of the possibility of short-circuits through the sleeper metal reinforcement d) track joints are placed opposite signals, with rail lengths each side designed for the minimum allowed at each location (see section 22).

30 Level Crossings 30.1 Farm Crossings There appear to be no hard rules for the construction of farm crossing decks beyond the need to be useable and safe for both farm traffic and rail traffic. The following is therefore based on experience on the S&CR. In former years, all farm crossings and the car park foot crossing were assembled from old pointwork sleepers. These were laid longitudinally between the rails with those sleepers nearest the rails notched to fit around the chairs. These crossings were simple and cheap but would need re-decking frequently when the timber rotted. Crossings made from chequer-plate have been tried for farm crossings but with limited success as the larger animals refuse to cross any deck that sounds hollow underneath. The only present use of this surface is for a temporary foot crossing at Blunsdon that is used for two summer events each year. The current standard is a crossing deck assembled from drop-in concrete pads. These rest on square- section steel tubes to set the pads at the correct height. These crossings should be a minimum of 12ft wide. The track through the crossing should be laid on hardwood sleepers or concrete. Rubber blocks are being obtained for future crossings. 30.2 Foot Crossings These should be built using the same current standard used for farm crossings. Foot crossings may be 8ft wide or greater. Before bringing into use a barrow crossing or other footpath level crossing within the station limits that is intended for use by passengers, the protection arrangements should first be agreed with the Inspectorate([1] 205). 30.3 Staff Crossing Points Where it is necessary for the line-side path to cross from one side of the line to the other then this shall be where there is good sighting of trains running in both directions. The location of such crossing points should be identified with signs ([1] 91, 92). The only such crossing is a foot crossing at the north end of Hayes Knoll station to Hayes Knoll signal box. Identification signs are deemed un-necessary. 30.4 Cattle Grids Both sides of all crossings should be provided with cattle grids to discourage animals and people from straying onto the line. These grids should be provided with a non-slip footway to allow trackside staff to traverse the cattle grids. The footway should be on a continuation of the line-side path. Cattle grids are fabricated from wooden triangular-section slats, though these have been prone to vandalism and so alternative construction methods may be sought. The walkway is a single wooden board surfaced in chicken-wire. 30.5 Public Road Crossings Minor railways should avoid the use of level crossings where possible because of the potential of danger to the railway and the public ([1] 329). Circumstances relating to the opening of a crossing should be discussed with the HMRI ([1] 330). Where it is agreed that a former crossing can be reinstated then refer to reference [8].

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There are no public road crossings over the S&CR. 31 Boundaries 31.1 Fencing There is a statutory duty [7] on the infrastructure controller to ensure, as far as reasonably possible, that ‘where and to the extent necessary for safety, that unauthorised access to that infrastructure is prevented’. This relates to entry by trespassers and large animals that might damage or derail a train and endanger passengers ([1] 165). Wherever fencing is required, the type provided should reflect the speed of the trains, any electrification, the population density and any previous history of trespass and vandalism ([1] 165). This shall be continuous, clearly visible and of sturdy construction although natural growth, ditches or mounds may suffice in some areas ([1] 166). Existing fencing perhaps constructed to earlier standards may remain provided that they are in good repair and that risk assessments show them to still provide the required segregation from the railway. Otherwise a more suitable replacement may be required ([1] 167). Additional fencing may be required at public footpaths, bridleway, vehicular and other crossing points along the line ([1] 168). In built-up area, welded mesh or chain-link fencing may be necessary. Attention should be paid to fence-line structures that could allow climbing over the fence or avoiding the fence completely ([1] 169, 171). For rural areas the risk is more likely to be large animals straying onto the line ([1] 170). These measures, though onerous, could in areas of extreme vandalism prevent young children from accessing the line through fence-breaches created by others ([1] 169). Vandalism has so far been restricted to trespass by dog-walkers, particularly along the southern extension although such instances have reduced in recent years. Much of the lineside has verdant lineside growth which is a very effective boundary in support of the underlying fence. Away from the southern extension, the neighbours are all farmers. The fence-line is old and with several patch-repairs but protected by verdant growth. Repairs are concentrated where breaches occur but otherwise there is a program of gradual refurbishment in which the vegetation is being tamed and the underlying fence repaired as required using wire-and-post. 31.2 Gates Gates along outside boundaries of S&CR land should be kept locked at all times and should be designed for the level of illegal access expected at each location([1] 171). The locks, bolts, hinges and any warning notices should not present foot-holds ([1] 172). It is useful to keep records of the access points along with Ordinance Survey grid references for those locations ([1] 172). The exception are gates each side of farm crossings which tend not to be locked but tend not to provide easy access for the theft of heavy items. Gates that are wholly within S&CR land need not be locked except if deemed necessary for safety reasons. 31.3 Car Park Loading Spur This siding is unique in being almost completely un-segregated from the visiting public. This spur should be subject to the operating procedures in reference [3]. A gate is provided across the entrance. This need not be kept locked but there should be a positive means of keeping the gate closed, also for holding it open when rail vehicles are passing through. 31.4 Car Park Foot Crossing The car park foot crossing has gates that close across the foot access each side whenever there is a train passing through. These gates are manned and are operated to the procedures in reference [2]. 31.5 Access by Emergency Services Due regard should be made for the needs of emergency services to access the line([1] 174) particularly at tunnels, bridges and viaducts. Procedures should be practiced during occasional emergency exercises ([1] 174).

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Access to the line between Blunsdon and Hayes Knoll can be gained from Blunsdon #2 farm crossing and Hayes Knoll South farm crossing, themselves accessible from a parallel road across a field. Neither gates are locked. For the Blunsdon station area the preferred access will be Blunsdon car park. This has a secure lock but the gate will most likely be open at the time of any incident. At South Meadow Lane the gate is fitted with a simple chain and pad-lock which can be cropped if necessary. Along the southern extension, there is access to the line from various points in the adjoining housing estates. When Stage 2 and Stage 3 are open then further access is possible through Mouldon Hill Park. Stages 4 and 5 will be accessible from South Meadow Lane, Sparcells and Cricklade. Other access points shall need to be explored. 31.6 Regular Lineside Access All locations where regular access to the line is required shall be along defined access routes. If there are steps and ramps leading to a lineside path then there should be areas of hard-standing at the top and bottom and possibly a barrier to prevent inadvertent straying onto the track ([1] 173). Suitable access shall be provided for road vehicles used for maintaining the railway. This should be via lockable gates at the boundaries of the railway land and have suitable areas for parking and turning with barriers to prevent inadvertent straying onto the railway ([1] 175, 176). Currently the only vehicular line-side access points are the Blunsdon car park loading spur and South Meadow Lane. The car park has fencing and a gate to protect the line. At South Meadow Lane, there is no barrier but this is currently beyond the end of the passenger railway. For adjacent highways, any proposals that might affect an adjacent highway should be discussed with the Highway Authority and their approval sought ([1] 177). Similarly, where the lights from road vehicles, street lighting etc might affect a train driver’s view of railway signals then anti-dazzle fencing or other screening should be provided ([1] 179). No mention is made of road traffic lights being confused with railway coloured-light signals and vice- versa. If it is possible for a runaway road vehicle to breach the railway boundary then some form of containment may be needed to prevent the vehicle reaching the line. The barrier design will depend on the type and speed of vehicles that use the road and the exacerbating effects of gradients; the Highways Authority should be able to provide advice on what is required ([1] 179). 32 Vegetation 32.1 General The aim is specified in reference [13] which although only applicable to one section of line when written, has elements that are aim points for the whole route. It is fair to say that lineside vegetation has been a constant battle, in that much of what is described below represents future aspirations to which we are progressing. In general, vegetation needs to be managed along the cesses, to: a) keep lineside paths clear b) prevent vegetation drooping across the rails c) keep ditches clear d) keep hedges in check e) manage lineside trees f) preserve sighting distances at farm crossings In more detail: Lineside paths and cesses and the track itself should be kept clear of vegetation.

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This is carried out to S&CR method statement [14]. Ditches should be kept clear to promote free flow of water. This is carried out when possible during dry weather Hedges should be trimmed to around shoulder height and unhealthy shrubs removed before they collapses. A tidy hedgerow also affords better views of the countryside to the visiting public and once at this level can be maintained by the neighbouring farmers as part of their normal hedging regime. Trees should be managed to minimise overhanging branches that tangle in overhead telegraph wires, drop leaves on the line and present a risk to traffic in stormy weather. Reference [13] presents guidance on the minimum clearance each side for lineside trees, on level ground, embankments and cuttings. Farm crossings should have the sighting distances each side kept clear of vegetation. Sighting distances are presented in reference [15]. 33 Stations 33.1 General Reference [1] provides guidance on the requirements for stations. Within this section, only those requirements that have direct relevance to the permanent way are referenced. Stations shall ideally have straight platforms and be built on the level. If on a gradient then this shall be no steeper than 1 in 500. Steeper gradients may be used at stations at which trains do not terminate or reverse provided the safety arrangements at these stations are agreed with the HMRI ([1] 192). The platforms should be long enough for the longest trains booked to call, plus around 2m for inaccurate stopping. Shorter platforms may be allowed provided that the station is still long enough for the majority of the train and special arrangements for the overhanging vehicles are agreed with the HMRI. Buffer stops should be provided at terminal stations or bay platforms and a red light or reflective marker attached ([1] 194, 195). The vertical and horizontal distances between the platform edge and the floor or foot-boards of coaching stock should not exceed the vertical, horizontal and diagonal dimensions shown below. These dimensions should only be exceeded when dispensation has been received from the HMRI ([1] 202). The platform curvature at Mouldon Hill needs to be determined as soon as possible.

350mm max

250mm max

275mm max

Premises such as ticket collectors booths and waiting rooms that are normally occupied by staff and/or the public should not be within 20m from the face of the buffer stops, nor are within a line 2m back from the platform edge. It is presumed that the intention is to create a clear area behind the buffer stop in case of destructive collision by an approaching train. The only terminus station is Taw Valley, at which a spur intended to

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house a coach used as a waiting room and buffet facility is protected by a facing point that directs approaching traffic away from the spur. This point is locked in the protective position, with the only key attached to the token. 34 Lineside Signs 34.1 General Good quality signs with heritage appearance are appropriate in station areas but are not sensible in locations that are prone to vandalism. Signs that are prone to graffiti attacks should have a film of translucent grease applied, so that the spray is easier to remove. 34.2 Mileposts These should be visible and placed at regular intervals along the line ([1] 182). The S&CR shall place these every quarter-mile. The shall have white numerals on a black background, with the posts themselves fabricated from painted steel for longevity and vandal resistance. 34.3 Fouling Point Markers These are useful at the confluences of neighbouring tracks to reduce the likelihood of one line being fouled by vehicles on the other. These shall not present a trip hazard ([1] 76). White-painted blocks are set into the 6ft ballast at each end of the station loops 34.4 Gradient Signs These should be placed at all significant changes in the direction of slope([1] 183). The semaphore-arm style shall be used and these should be placed on the Blunsdon side of the line. For numeric format a slope of for example 1 in 123 should be denoted by “123” If the line profile is unchanged from before the line was closed then the location and numbering of each sign can be decided from historical records. Where the gradient has changed then the new slope needs to be measured after the line is tamped. The actual figure is required to be the ruling gradient, ie the steepest part of the line between neighbouring gradient markers. For a short gradient such as between bridge 110 and 108, an averaging approach may suffice, reflecting the fact that only a part of each train will be on the steepest part of the gradient at any time. In addition, bridge 108 was reinstated with a slightly higher deck than the original bridge so on the south side there is a slight drop onto the original track bed. This drop shall be ignored for now and may be evened out during future tamping in this area. 34.5 Stop Boards Stop boards should be provided at all extremes of passenger run where there is no station. Currently this applies to South Meadow Lane. These are also erected at the entrance/exit locations that denote block boundary points when radio-block signalling is in use. Stop boards are also installed at Hayes Knoll to denote shunt limits in the line linking the yard to the Hayes Knoll platform line. 34.6 Overhead Cable Warning Sign With reference to section 15 a sign should warn of the presence of overhead power lines and show the maximum safe working height([1] 184). 34.7 Under-Track Cables and Pipes The positions of signal cables passing under the line should be indicated using appropriate indicator blocks. 34.8 Bridges, Crossings and Other Fixed Structures All bridges and other fixed structures should be uniquely identified with signs that are visible from both road and rail as appropriate ([1] 186). The names of other fixed locations that may be used as reference points should be conspicuously displayed towards trains ([1] 187).

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34.9 Staff Crossings and Places of Safety Where a line-side paths crosses the line then the location of each crossing point shall be marked ([1] 188). From section 30.3 where there is a specific place of safety between two running lines then this area needs to be marked. 34.10 Memorial and Dedication Boards These add character to the railway and should be decided on a case-by-case basis. The only guidance on these is that they keep the dignity of the railway, are positioned according to line-side clearance rules and cannot be mistaken for signals, warning boards etc. 34.11 Tunnels In tunnels, signs should be provided at suitable intervals to show the distance and direction to adjacent access points or cross passageways ([1] 189). There are no tunnels on the S&CR. 34.12 Whistle Boards These should be placed at the south end of Blunsdon station facing trains going south, also at the south side of bridge 108 facing trains going north. These are required under the procedures for operating the Blunsdon foot crossing in reference [2]. The only other mandated whistle board is at the southern approaches to Hayes Oak crossing which in addition to the 5mph speed restriction is required because of limited sighting distances to this crossing from the south [15]. 35 Known Hazards A directory of known hazards shall be maintained, for example for overhead cables, buried cables and other buried services ([1] 44).

There shall also be a directory of information relating to access locations and areas where access is prohibited while trains are running ([1] 44).

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Appendix A A.1 Introduction For the benefit of those not familiar with the S&CR, this section introduces the railway as it stands and its aspirations for the future. Though outside the scope of this document, this section is important for providing some idea of the mind-set of the railway. A.2 The Present Railway Currently the S&CR passenger operations extend from Taw Valley station in the south to just short of South Meadow Lane crossing in the north. There are three stations: Taw Valley Halt at milepost 35.4, Blunsdon at milepost 36.75 and Hayes Knoll at milepost 37.25. All three have one platform line with a single platform face and a relief line with no platform face. South Meadow Lane at milepost 37.75 has no station or run-around loop. The line was recently extended across South Meadow Lane to provide storage for long-term restoration projects, this line recently removed to just south of the crossing. Hayes Knoll has a five road engine shed/restoration facility and two storage sidings at the end of the headshunt. Additional storage is provided by a single coach siding at Blunsdon. The passenger running line is single-track between the stations. South of Blunsdon the line passes under Bridge 110 to a sunken spur leading into the car park. This is where rail vehicles are transported to and from the railway. Also south of bridge 110 is the southern extension; this extends across bridge 108 and currently finishes nearly a mile further south. A.3 Future: Southern Expansion The line will be extended from Taw Valley Halt to a new station in the Mouldon Hill country park and, in a second phase, onwards to an interchange with the Network Rail line between Swindon and Gloucester. Taw Valley Halt will close when Mouldon Hill station is opened. A.4 Future: Northern Expansion The line at South Meadow Lane will be extended to a terminus station just outside Cricklade.

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Possible extension to Cricklade Cotswold Water parks

N stage 5

Farfield Lane Halt Farfield Lane stage 4

temporary stock siding South Meadow Lane South Meadow Lane P-way depot Northern limit of passenger operations

Hayes Oak farm crossing

Engine shed and storage Hayes Knoll sidings Hayes Knoll south farm crossing

mileposts etc to be added in a later Swindon and draft Cricklade Railway

Fig A: Sheet 1/2

Blunsdon #2 farm crossing

Coach siding

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Blunsdon MP 36.75

Bridge 110 (Tadpole Lane)

foot crossing Swindon and Cricklade Railway sunken spur

Fig A: Sheet 2/2 car park Bridge 108 (River Ray)

stage 1

MP 36.5 MoD oil pipe N

MP 36.4 Culvert

Southern limit of MP 36.2 MoD oil pipe passenger operations MP 36.0

MP 35.8 Bridge 107a

Bridge 107

stage 2 Boundary with Mouldon Hill MP 35.5 country park

Gloucester Culvert

Mouldon Hill

stage 3 Sparcells Network Rail line

Swindon

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Appendix B

Below and on the next few pages are the ideal sleeper spacings, for track panels comprising 60ft, 45ft and 30ft rails. 60ft rail Sleeper spacing (inches) Cumulative spacing (inches) Cumulative spacing (feet, inches) 12 [a] 12 1 foot 0 inches 27.5 39.5 3 foot 3.5 inches 28 67.5 5 foot 7.5 inches 29 96.5 8 foot 0.5 inches 31 127.5 10 foot 7.5 inches 31 158.5 13 foot 2.5 inches 31 189.5 15 foot 9.5 inches 31 220.5 18 foot 4.5 inches 31 251.5 20 foot 11.5 inches 31 282.5 23 foot 6.5 inches 31 313.5 26 foot 1.5 inches 31 344.5 28 foot 8.5 inches 31 375.5 31 foot 3.5 inches 31 406.5 33 foot 10.5 inches 31 437.5 36 foot 5.5 inches 31 468.5 39 foot 0.5 inches 31 499.5 41 foot 7.5 inches 31 530.5 44 foot 2.5 inches 31 561.5 46 foot 9.5 inches 31 592.5 49 foot 4.5 inches 31 623.5 51 foot 11.5 inches 29 652.5 54 foot 4.5 inches 28 680.5 56 foot 8.5 inches 27.5 708 59 foot 0 inches 12 [a] 720 60 foot 0 inches

[a] Chair mid-point to end of rail.

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45ft rail Sleeper spacing (inches) Cumulative spacing (inches) Cumulative spacing (feet, inches) 12 [a] 12 1 foot 0 inches 27.5 39.5 3 feet 3.5 inches 28 67.5 5 feet 7.5 inches 29 96.5 8 feet 0.5 inches 31 127.5 10 feet 7.5 inches 31.5 159 13 feet 3 inches 31.5 190.5 15 feet 10.5 inches 31.5 222 18 feet 6 inches 32 254 21 feet 2 inches 32 286 23 feet 10 inches 32 318 26 feet 6 inches 31.5 349.5 29 feet 1.5 inches 31.5 381 31 feet 9 inches 31.5 412.5 34 feet 4.5 inches 31 443.5 36 feet 11.5 inches 29 472.5 39 feet 4.5 inches 28 500.5 41 feet 8.5 inches 27.5 528 44 feet 0 inches 12 [a] 540 45 feet 0 inches

[a] Chair mid-point to end of rail.

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30ft rail Sleeper spacing (inches) Cumulative spacing (inches) Cumulative spacing (feet, inches) 12 [a] 12 1 foot 0 inches 28 40 3 feet 4 inches 29 69 5 feet 9 inches 31 100 8 feet 4 inches 32 132 11 feet 0 inches 32 164 13 feet 8 inches 32 196 16 feet 4 inches 32 228 19 feet 0 inches 32 260 21 feet 8 inches 31 291 24 feet 3 inches 29 320 26 feet 8 inches 28 348 29 feet 0 inches 12 [a] 360 30 feet 0 inches

[a] Chair mid-point to end of rail.

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Appendix C

Structure Gauge (Reproduced with permission of the ORR)

368 Bridge and tunnel 4572 250 {C} walls: 1693 {E} Kinematic envelope

Radius 5486

Static envelope 2438 250 {B} 380 {D} 3020 {A}

2820 {A}

3200

1829

2743

730 730 914 102 457 914 1365 1435 1435 730

1619 76 76 406 305 1870 152 Letters in curly braces, eg {B}, are cross-references in section 19.1

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