DEVELOPMENT – FURNACE SIDINGS PLATFORM TWO (STEP 1.3.1) – Page 1

Furnace Sidings, Platform 2 – Page 1 (added 23 October 2008)

There had been a growing need for a second platform at Furnace Sidings for several years. The need for a second platform stemmed from both an immediate requirement for gala events, where traffic density demanded such a platform, and a longer term need to meet the demands arising from requirements of extending the railway to Blaenavon, and possibly to Big Pit. In the early days, before a signalling system is installed and assuming that we are running more than one train, then the second platform (Platform 2) will provide a terminus for trains from Blaenavon or Big Pit, whilst the existing platform (Platform 1) will provide a terminus, as it does now, for trains from Whistle Inn. We have also discovered that having a second platform is very useful for working on carriage stock! In Autumn 2006 surveys were made and plans drawn up. The Company board authorised the construction of such a platform in December 2006, subject to the necessary consents being obtained. The Railway Inspectorate raised no objection to the work proceeding, and, although planning consent was unnecessary, TCBC Planning Control was advised. Physical work started on 24 July 2007, and within thirteen months, by Tuesday 26 August 2008 to be precise, the platform was ‘functionally complete’. There is much detail work left to do, most of the work is cosmetic and can be left to catch up, though the extension work to Blaenavon (High Level) must take priority

The length of the platform was constrained by a watercourse at the north end and the crossing at the south end. It may be possible to build over the watercourse in the future, but a brief cost benefit analysis indicated that such work was best left at this stage. The platform is shown in plan in the figure below. It is 50m long on its top surface and 2.5m wide with a top made from concrete slabs in like manner to platform 1. If another 7.5m at each end is added for the ramps the total length is 65m . This is easily long enough for two coaches and a small loco. The berthing of three coaches in a loco hauled formation is not expected to become routine for a number of years, and when it does the situation will need to be re-examined, although, with suitable conditions, we can just about accommodate such trains if conditions are imposed. The current plan leads to a slightly staggered layout, which is quite attractive.

The design is made difficult since it lies on the slope of Coity Mountain from which great volumes of water cascade in wet weather. In the case of Platform 1 water continues to flow downhill from the front wall, but on Platform 2 the front wall forms a potential dam to such flows, which ultimately cause heave and failure and collapse of the concrete slabs above. The design thus calls for extensive drains which route most of the water to a culvert to the south of the platform, though some is arranged to flow to the troublesome culvert at the north end.

The image and the notes below it, came from the original document approved by the board

Notes:

· The image shows the crossing on the left hand side with platform 1 at the bottom and platform 2 at the top

· The disposition of the crossing is drawn from out-of-date data, and therefore does not accurately reflect the current situation.

· The representation of the platform 1 building does not properly describe the wall thickness

· In all remaining matters a high degree of accuracy has been achieved.

· Platform 2 is shown in its final form with a 50m top surface and a 7.5m ramp at each end. The ramps are notably shallower than those on platform 1

· The proposed platform building is shown at a nominal 3.5m x 10m plus wall thickness. This is the largest proposed size. A smaller building may be preferable. The building is shown without a canopy, though this can be provided if the size of the building demands such a fitment for the purpose of aesthetic balance. At this stage it has not been decided whether a ridge or monopitch roof should be fitted.

· As shown the building is close to the boundary fence shown at the top of the drawing. The kink in the fence is believed to stem from the original 1866 design of the railway

· The existing trees are to be husbanded in order to assist the growth of sound silver birch while discouraging further willow growth.

· Water has collected at the position shown ‘pond’ for many years. This area is to be deepened and fitted with a weir in order to control its level, with outflow directed to the existing drainage system, in order to provide a natural feature. The proposal to preserve the pond and trees has met with approval from TCBC

· The bridge is shown accurately in its final position. Access to both bridge and platform 2 will be via the path marked in brown and which will appear dark in monochrome. Passenger access via the ramp will be discouraged. The levelling relationship between the path and the platform is expected to be complex, partly due to the unequal flight lengths of the footbridge, and fences will be needed to properly segregate the various levels. The outcome should be visually interesting.

This work was without doubt our largest self-build, self-funded project to-date. The following facts and figures may be of interest:

Overall length 65m
Length of top surface 50m
Backfill – about 350 cu yds
Foundation 12.7 m2 mass concrete
Blocks for main wall - 1408
Bricks for front leaf of wall 3902 (2700 new, balance second hand)
Weldmesh reinforcing 217 m2
Slabs on top surface and ramps 26, each of 2.5m2 (16.25m3 reinforced concrete).

Physical work started on 24 July 2007 and was completed on 26 August 2008 – 398 days later.

The story is told below in pictures:

Physical work began on the Tuesday evening 24 July 2007 when Jonathan Goss started the northern end of the foundation trench. It is pictured mid-afternoon the following day

Wednesday and Friday saw the job almost complete. However, at the southern end, it was known that the pipe from a small reservoir fed in turn by the ‘mile pond’ (which is actually only a little more than a quarter mile long), passes just below the surface to supply our yard. Fracture of this pipe could have emptied the reservoir and even if only a quarter of a mile long, still contains enough water to wash away much of the railway!

Fortunately we missed the pipe and on Tue 31 July and Wed 1 August the 65m long trench was filled with concrete. Here (l to r) is Eric Edwards, Norman Clymer, Peter Drummond and ‘gopher’ Billy with the hi-tech PBR patent foundation depth gauge!

057 25 Jul, 063 28 Jul, scan004 -31 Jul

As soon as the footings were dry and the concrete blocks delivered, a start was made at the south end. The design called for the blocks to be laid ‘side-down’ in order to produce a wall of sufficient thickness. The first few courses were back breaking, but the first 43 had been laid by 21 August, and by the time this photo was taken on 27 August the total had reached 196. Wayne Evans and his family are seen in the distance.

A few weeks later, on 19 Septembe, the block wall, now three courses high, stretches essentially from end to end. Subsequent laying is a little easier on the back now– but not much!

Uncertainty at the absolute south end caused some delay since the foundation concrete was slightly high here, so that special arrangements has subsequently to be made.

img0300 27 Aug, 0389 19 Sep, 0418 19 Sep

Complications at the south end, looking north

It goes without saying that a straight platform needs to be straight, however the overall length was way beyond what could be set with either string lines or lasers. Alignment was set by optically aligning a series of pyramidal ‘monuments’.

For no particular reason, Ian concentrated on the south end and Wayne at the north. Here Ian works towards one of the full height monuments. Pipes ready to form the land drain can also to be seen.

0419 19 Sep, 0512 – 1 Oct, 0520 – 1 Oct

By 1 October it was clear that there was no stopping the team - here we look north

...and here is the view looking southwards.

Care had to be taken at the ramps to avoid unnecessary work. Here is the north end on 18 October

0521 1 Oct, 0522 1 Oct, 0605 18 Oct

A month later, on 31 October the block-laying was all but done – looking north again

...and now south. What a difference a month can make!

A wwel later, on 6 November, the end ramps had been sculpted to the correct shape

0622 31 Oct, 0623 31 Oct, 0632 6 Nov

A general view looking north at the completed block wall shows the relative positions of the two platforms

Here’s Wayne and Ian – heroes of the piece, back wall completed, land drain in, on 11 November

And here’s the crew again, accompanied by Frieda, Wayne’s wife, who has ably demonstrated that despite an ecclesiastical role Mondays to Fridays (and some Sundays) she no slouch on the spade.

634 6 Nov, 636 11 Nov, 637 11 Nov

On 16 December , a Santa Special waits for the off. Behind the wall the land drain lies partly buried us the volume of backfill starts to increase

Into the New Year, with a detailed shot of the wall, now at full height, on 9 January 2008. A cold winter sun does little to raise either temperatures or spirits

One the same day, the cold winter stillness pervades everything is we look at the north end.

718 16 Dec, 776, 777 9 Jan 08

As an aside, we turn to Platform 1, on 12 February where the mass concrete base was being poured in readiness for its role as the base for one of the towers of the footbridge. The ubiquitous Wayne and Ian at it again. Wayne and Ian at it again.

The situation is made complex by the need to have a level base on a platform that slopes down southwards at 1 in 40. Wayne and sons Matthew and David, who are increasingly immersing themselves in the hard business of bricks and mortar – and wet cement!

842 12 Feb, 845 12 Feb

Viewed northwards from south of the rebuilt level crossing

A bit further up we see that the first courses of bricks have been laid...

...and here we are, looking back. The first1200 or so bricks were second hand, which led to difficulties in laying them vertically and in keeping the ’perps’ aligned.

897, 898, 903, 25 FEB