Difference between revisions of "Underbridge at Hampton Loade"

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[[File: Hampton_Loade_Underbridge_20150528.jpg|thumb|300px|right| Hampton Loade Underbridge]]
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[[File: Hampton_Loade_Underbridge_20150528.jpg|thumb|300px|right| Hampton Loade Underbridge looking east]]
Bridge 23 is an underbridge immediately North of [[Hampton Loade]] station which allows the small access road to Hampton Loade village to pass underneath the Severn Valley Railway. The girders of the bridge were replaced by the SVR in 1975 as part of a programme of work to upgrade the line and increase the permitted axle weight of locomotives using it.
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[[File: Hampton_Loade_Underbridge_2_20150528.jpg|thumb|300px|right| Hampton Loade Underbridge looking west]]
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'''Bridge 23''' ([[List of infrastructure#Bridge renumbering|Bridge 28 during the BR era]]) is an underbridge immediately north of [[Hampton Loade]] station which allows the small access road to Hampton Loade village to pass underneath the Severn Valley Railway.
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==Upgrade in 1975==
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During the GWR and BR era, the Severn Valley Branch between Bewdley and Ironbridge was classified as a [[GWR Power and Weight Classification|’dotted blue’ route]], meaning locomotives were restricted to an axle load of 17½ tons. The Light Railway Order which allowed the SVR to begin operations in 1970 imposed the same restrictions.
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In spring 1975 a structural analysis of bridges along the line was prepared in order to seek permission to increase the limit,<ref>SVR News 35 p.4.</ref> with the intention of upgrading the line to a 20&frac12; ton axle weight.<ref>SVR News 36 p.5.</ref>. The main girders and associated steelwork of the underbridges at Hampton Loade and [[Hay Bridge|Hay]] both needed to be replaced. Two new bridges were fabricated by [[David Owen#Rubery_Owen|Rubery Owen Limited]] using a similar design to the [[Underbridge on Station Road, Highley|underbridge replaced at Highley]] the year before.
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The new steel platework was delivered to [[Eardington]] in May and assembled there. The seams of the platework were filled with molten bitumastic and the rest of the bridges given a coat of bitumastic paint. Preparatory work on the old bridges consisted of cutting the ash plate joining the two troughs and removing the timber walkways at the sides.
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Hampton Loade was the first of the bridges to be replaced, with the work taking place in the first week of June.  Lifting was carried out using "Toby Jiblets"the [[Smiths, Rodley DW35 6-ton steam crane|6-ton steam crane]]. At the start of the week the Permanent Way Department lifted the rails.  The Civil Engineering Department then completed the cutting of the ash plate and lifted out the old troughs which were put aside for cutting up. New rubber bearing pads were laid, the new troughs were installed and the new ash plate fitted. New ballast was put in the troughs to support the timber baulks holding the rails. The bridge itself was reinstated with no significant problems.
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Over the next few days the track was packed by the permanent way staff.  When the rails on the bridge were reinstated, they stood about two inches higher than before due to the new bridge being of a different design to the original. This required the track to be lifted on either side of the bridge to meet the new position. On the north end this in turn meant lifting the points there and adjusting the S&T Department's point rodding and detection. All the work was completed in time for trains to run a normal service at the weekend. The process was repeated at Hay over the following week<ref>SVR News 36, pp9,19.</ref>.
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The proximity of the bridge and the points to the station can be seen in the view from Platform 1 below.
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[[File: 7812_Hampton Loade_20120825.jpg|thumb|300px|left|[[7812|7812 Erlestoke Manor]] crossing the underbridge, seen from Platform 1.]]
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==See also==
 
==See also==
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[[List of infrastructure]]<br>
 
[[List of infrastructure]]<br>
 
[[Foot crossing near milepost 145½ | Towards Bridgnorth]]
 
[[Foot crossing near milepost 145½ | Towards Bridgnorth]]
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==References==
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<references/>
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[[Category:Featured articles]]

Latest revision as of 15:16, 4 May 2020

Hampton Loade Underbridge looking east
Hampton Loade Underbridge looking west

Bridge 23 (Bridge 28 during the BR era) is an underbridge immediately north of Hampton Loade station which allows the small access road to Hampton Loade village to pass underneath the Severn Valley Railway.

Upgrade in 1975

During the GWRGreat Western Railway and BRBritish Rail or British Railways era, the Severn Valley Branch between Bewdley and Ironbridge was classified as a ’dotted blue’ route, meaning locomotives were restricted to an axle load of 17½ tons. The Light Railway Order which allowed the SVRSevern Valley RailwaySVRA:Severn Valley Railway AssociationSVRS:Severn Valley Railway Society to begin operations in 1970 imposed the same restrictions.

In spring 1975 a structural analysis of bridges along the line was prepared in order to seek permission to increase the limit,[1] with the intention of upgrading the line to a 20½ ton axle weight.[2]. The main girders and associated steelwork of the underbridges at Hampton Loade and Hay both needed to be replaced. Two new bridges were fabricated by Rubery Owen Limited using a similar design to the underbridge replaced at Highley the year before.

The new steel platework was delivered to Eardington in May and assembled there. The seams of the platework were filled with molten bitumastic and the rest of the bridges given a coat of bitumastic paint. Preparatory work on the old bridges consisted of cutting the ash plate joining the two troughs and removing the timber walkways at the sides.

Hampton Loade was the first of the bridges to be replaced, with the work taking place in the first week of June. Lifting was carried out using "Toby Jiblets"the 6-ton steam crane. At the start of the week the Permanent Way Department lifted the rails. The Civil Engineering Department then completed the cutting of the ash plate and lifted out the old troughs which were put aside for cutting up. New rubber bearing pads were laid, the new troughs were installed and the new ash plate fitted. New ballast was put in the troughs to support the timber baulks holding the rails. The bridge itself was reinstated with no significant problems.

Over the next few days the track was packed by the permanent way staff. When the rails on the bridge were reinstated, they stood about two inches higher than before due to the new bridge being of a different design to the original. This required the track to be lifted on either side of the bridge to meet the new position. On the north end this in turn meant lifting the points there and adjusting the S&TSignals & Telegraph Department's point rodding and detection. All the work was completed in time for trains to run a normal service at the weekend. The process was repeated at Hay over the following week[3].

The proximity of the bridge and the points to the station can be seen in the view from Platform 1 below.

7812 Erlestoke Manor crossing the underbridge, seen from Platform 1.

See also

Towards Kidderminster
List of infrastructure
Towards Bridgnorth

References

  1. SVRSevern Valley RailwaySVRA:Severn Valley Railway AssociationSVRS:Severn Valley Railway Society News 35 p.4.
  2. SVRSevern Valley RailwaySVRA:Severn Valley Railway AssociationSVRS:Severn Valley Railway Society News 36 p.5.
  3. SVRSevern Valley RailwaySVRA:Severn Valley Railway AssociationSVRS:Severn Valley Railway Society News 36, pp9,19.