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Category Archives: Rail Moderinsation

The end of the line. Scotrail’s Class 314 EMUs

26 Wednesday Sep 2018

Posted by Paul Bigland in Class 314s, Rail Moderinsation, Railways, Scotland, Scotrail

≈ 4 Comments

Tags

Class 314s, Rail Modernisation, Scotland, Scotrail

*Blog updated on 12th December 2019*.

This week Scotrail have announced the withdrawal of three of their fleet of sixteen BR built Class 314 3-car EMUs that have been a familiar sight around Glasgow for the past 38 years, 314207, 314212 and 314213 are now off-lease and will be returned to their ROSCO for disposal. The rest of the Class will follow as soon as they can be released by the arrival of more Hitachi Class 385 EMUs, which will allow other vehicles to be cascaded

The 314s were constructed at York in 1979-80 to the same design as the earlier Class 313s and 315s plus the 750v 3rd rail Class 507s and 508s. What was unique is that unlike the others, they have a top speed of 70mph rather than 75. Built with aluminium bodies and roofs on a steel underframes they were a step change from earlier BR design EMUs. The design followed on from the experimental PEP units of the 1970s. Here’s a look back at each member of the class and some of the places they visited.

DG108144. 314201. Mount Florida. 29.3.12.

On the 29th March 2012 the first of the class approaches Mount Florida station on the Cathcart circle in South Glasgow

 

DG21205. 314202. Cathcart. 8.4.09.

Back on the 8th April 2009 314202 calls at Cathcart, heading anti-clockwise on the circle.

 

DG108141. 314203. Mount Florida. 29.3.12.

On the 29th March 2012 314203 in the new Saltire livery leaves Mount Florida with a service to Neilston. This unit’s unusual in that the lead car was rebuilt from a Class 507 vehicle (no 64426) in 1996 as the original 64588 was scrapped after being written off in the Newton rail crash of 1991.

 

DG150985. 314204. Paisley Canal. 14.6.13.

14th June 2013. 314204 stands at the end of the Paisley Canal branch with a service to Glasgow Central.

 

DG147891. 314205. Glasgow Central. 15.5.13.

It’s the 15th May 2013 ad 314205 waits to leave the magnificent Glasgow Central station with a Cathcart circle service via Maxwell Park.

 

DG21295. 314206. Glasgow Central. 9.4.09.

A busy time at Glasgow Central on the 9th April 2009 as 314206 arrives with a service from Neilston.

 

DG21211. 314207. Cathcart. 8.4.09.

Back to the 8th April 2009 when 314207 is dropping off passengers at Cathcart station on its way to Neilston. As one of the first three sets to come off-lease its next journey is likely to be to the scrapyard.

 

DG147965. 314208. Glasgow Central. 15.5.13.

On the 15th May 2013 314208 has just arrived at Glasgow Central from Paisley Canal. This line had only been electrified the previous year, allowing the 314s to add it to their sphere of operation.

 

DG21410. 314209. Glasgow Shields Rd. 9.4.09.

The 314s have spent their life based at Glasgow’s Shields Rd depot. Here’s 314209 receiving an exam inside the depot on the 9th April 2009.

 

DG107942. 314210. Wemyss Bay. 28.3.12.

The 314s did sometimes venture outside Glasgow, one such place was the superb station at Wemyss Bay, to the West of the city on the coast of the Firth of Clyde.  Here’s 314210 at the town on the 28th March 2012.

 

DG147810. 314211. Glasgow Central. 15.5.13.

Another of the class that lost the attractive Carmine and Cream livery for the Saltire livery is 314211. Here it is leaving Glasgow Central with a Cathcart circle working on the 15th May 2013.

 

DG21192. 314212. Patterton. 8.4.09.

The second of the off-lease trio is 314212. Here it is at Patterton on the Neilston branch on the 8th April 2009 whilst working back to Glasgow.

 

DG107825. 314213. Glasgow Central. 28.3.12.

Also off-lease now is 314213. On the 28th March 2012 it could be found threading its way through the maze of tracks on the approach to Glasgow Central whilst working a Neilston branch service.

 

DG108133. 314214. Newton. 29.3.12.

Another service covered by 314s was the route from Central to Newton on the East side of Glasgow. Here’s 314214 at the end of the route on the 29th March 2012.

 

DG121362. 314215. Glasgow Central. 16.8.12.

After being a familiar scene for nearly 40 years, this sight will soon be history. On the 16th August 2012, 314215 approaches Glasgow Central.

 

DG258538. 314216. Glasgow Central. 9.10.16

The final member of the Class, 314216 at Glasgow Central on the 9th October 2016

Here’s a couple of internal views of the 314s, which were very much in original form. The yellow panelling was shared throughout the various classes from the 313s onwards. The seating has changed in other units but the 314s retained their original low-back 3+2 seating arrangement. These views date from April 2009.

DG21183. Interior. Scotrail Class 314. 8.4.09..JPG

DG21185. Interior. Scotrail Class 314. 8.4.09..JPG

19th December 2019.

Scotrail have now confirmed that there will be a day of farewells to the Class 314’s on Wednesday 18th December when a pair will work the following services.

  • 1010 Glasgow Central – Ayr return (limited customer capacity).
  • 1230 Glasgow Central – Glasgow Central via Motherwell / Carstairs / Cumbernauld.
  • 1610 Glasgow Central – Helensburgh return.

I’ve a favour to ask…
If you enjoy reading this blog, please click on an advert or two. You don’t have to buy anything you don’t want to of course – although if you did find something that tickled your fancy that would be fab! – but the revenue from them helps me to cover some of the cost of maintaining this site (which isn’t cheap and comes out of my own pocket). Remember, 99% of the pictures used in my blogs can be purchased as prints from my other website –  https://paulbigland.zenfolio.com/

Thank you!

Sunday miscellany

11 Sunday Feb 2018

Posted by Paul Bigland in Calder Valley, Environment, Flooding, Miscellany, Mytholmroyd, Rail Investment, Rail Moderinsation

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Tags

Calder, Environment, Flooding, Miscellany, Rail Investment, Rail Modernisation

It’s another dismal day here in the Calder Valley as we’ve suffered from high winds and waves of sleet and snow showers. In fact the whole weekend’s been a washout due to the changeable weather. It’s prevented me cycle training and left me catching up with household chores, paperwork and some picture editing.

Some of the pictures are from Friday’s visit to nearby Mytholmroyd, which is still recovering from the devastation caused by the Boxing Day floods of 2016. For those of you unfamiliar with events, have a look at this article from the Guardian newspaper.

Whilst most homes and businesses have now been re-occupied, a row of shops that were sandwiched between the main road and the river Calder were seriously damaged and have been demolished by the Environment Agency, they’ve been replaced with these ‘Lego’ blocks which form part of the new flood defences that are still under construction around the town.

DG289401

The view from the road bridge over the River Calder, showing the new flood defences which occupy the site of former homes and shops.

A few hundred metres up the road, behind the Shoulder of Mutton pub the Environment Agency’s rebuilding the shattered banks of Cragg brook that were overwhelmed. Flooding the pub, nearby homes and the housing estate opposite.

DG289403

Looking upriver along Cragg Brook towards Cragg Vale. The housing estate behind the wall was under several feet of water after the floods.

DG289410

Looking in the opposite direction to the previous photo. The Shoulder of Mutton pub can be seen on the right. The River Calder is a few hundred metres beyond the railway viaduct.

I only hope that once the Environment Agency’s finished the work Mytholmroyd will be protected from such devastation in the future and the problem isn’t simply moved downriver…

On another front, the resignalling of the Calder Valley line is continuing apace. More and more new signals are springing up along the route. Some are straight replacements for older signalling such as this pair at Mytholmroyd where the new signal has been moved forwards

DG289394

Others are new, installed to reduce the size of the signalling sections, such as this one in Sowerby Bridge which is protecting the station.

DG289502

What’s immediately noticeable about the new signalposts is the absence of ladders that previously allowed S&T staff to reach the signal head. These have been made redundant as the post is hinged at the base so that it can be lowered to the ground.

It’s now Sunday evening and the weather’s deteriorated as the temperature dropped. One minute you could see the other side of the valley – the next you were lucky to see 50 metres!

20180211_152624

The calm before the next storm. Looking down over Sowerby Bridge from by the Wainhouse Tower. The next snowstorm is coming in from the West  (to the right of the picture).

The wind whipped the snow flurries so that they were almost horizontal. Then, suddenly – blue skies would appear, giving a blissful few minutes peace before the next lot of flakes stormed in. We abandoned attempts to go walking and sought solace in the local pub for an hour of fun and laughter with friends.

20180211_155200

The Big 6 is a traditional pub of the old school. There’s no wifi or TV, you go there to drink good beer and engage in conversation with people. Beer like this…

20180209_183602

After the pub the two of us settled in for a productive evening at home. Dawn had promised to make another batch of her Thai style chilli pickle so the pair of us spent ages cutting up a large bowl full of red and green chillies which produced these jars full of weapons-grade pickle for ourselves and some friends.

20180211_210429

This stuff isn’t for the faint-hearted & should probably be banned under the Geneva convention – especially the next morning when its had chance to work its way through your digestive system. Johnny Cash summed up the effects perfectly…

Goodnight folks!

 

 

 

The stop Hs2 campaign’s as dead as a Dodo.

31 Wednesday Jan 2018

Posted by Paul Bigland in Anti Hs2 mob, Hs2, Rail Investment, Rail Moderinsation, StopHs2

≈ 1 Comment

Tags

Hs2, Railways, StopHs2

As expected, yesterday’s vote on the 2nd reading of the Hs2 Hybrid bill for phase 2a from the West Midlands to Crewe was (to put it mildly) a walkover. The bill passed with a crushing result of 295 Ayes and just 12 Noes. 12! Remember that 41 MPs voted against phase 1 of Hs2, which shows how much the anti campaign’s collapsed. Many of the usual suspects (Chery Gillan and Michael Fabricant being the most prominent) voted no but some familiar names abstained, including Labour’s Kelvin Hopkins, Barry Sheerman, Dennis Skinner and Kier Starmer. This was despite Sheerman speaking during the debate and saying how much he opposed Hs2 – but not enough to vote against it, which makes him as much use as a chocolate fireguard! What’s interesting is how all the usual Labour antis abstained this time but Sir Kevin Barron, the MP for Rother Valley voted (for the first time) against Hs2. This suggests to me that the Labour Party hierarchy gave him a free pass as his is the only constituency on the phase 2 route to Leeds that has any real opposition to Hs2. When I crunched the numbers this morning 1382 constituents had signed the Stop Hs2 petition. That’s still only 1.46% of course, but the nearest to it is Bolsover with a measly 0.43%!

In another twist, the antis favourite Tory leadership candidate (who was supposed to oppose Hs2), Jacob Rees Mogg actually voted for it! Not only Mogg did a volte face. So did seven other MPs from the 41 who’d voted against Phase 1. They were;

Steve Baker (High Wycombe)

Bob Blackman (Harrow Est)

Peter Bone (Wellingborough)

Chris Chope (Christchurch)

Mark Pawsey (Rugby)

Chris Pincher (Tamworth)

John Redwood (Wokingham)

What happened politically was the Labour party abstained, knowing full well the Tory’s had the numbers to carry the bill through with a large majority without them – although 13 Labour MPs (many of whom have held transport briefs) did support the bill. There were some interesting patterns too, all of the 13 MPs on the remaining Phase 2 route to Manchester abstained, as did 14 of the 22 on the phase 2 route to Leeds, whilst 6 voted yes and only 2 no.

Of course Stophs2 tried some desperate spin, whinging that over half of MPs were absent or abstained, but this ‘look over there’ tactic couldn’t hide the fact many of those abstaining were their suporters!

Worse was to come when it became evident that some MPs targeted by ‘action’ groups in Yorkshire & Derbyshire had voted to build the line. Broxtowe’s Anna Soubry and Erqewash’s Maggie Throup being examples! Whilst articulating their constituents concerns it was obvious neither MP was afraid of the tiny but noisy anti Hs2 ‘action’ groups in their constituencies. Both MPs know more constituents will benefit from the opportunities Hs2 will bring rather than suffer.

This leaves the Stop Hs2 campaign as dead as a dodo. Nationally, it’s disintegrated. Hs2 Action Alliance gave up years ago and the ‘Joe & Penny’ show (aka StopHs2) is a joke with Rukin increasingly absent. Essentially, it’s Penny whinging about Hs2 via the internet from her home in Bournemouth!

It’s obvious the local action groups attempts to frighten MPs into supporting them have either failed or backfired, which really does beg the question – what’s the point anymore?

Phase 2a is now a done deal. Nothing short of a miracle can stop its progress to Royal Assent despite the fantasy beliefs of of a few antis who don’t understand the Parliamentary process on Hybrid bills. What’s crystal clear is that cross party support for Hs2 is as stong as ever. Unless this breaks down…Another sign of their failure is the fact only 188 petitions have been received on Phase 2a. Contrast that with the 1,925 which were received in a futile attempt to bog down Phase 1. I’ve blogged about the 188 received here.

The only lobbying of MPs is being done by the local ‘action’ groups but tactically they’re inept. In many cases ‘lobbying’ means trying to throw their non-existant weight around and blustering rather than admitting that they can’t stop Hs2 & focussing on discussing compensation and mitigation instead.

From some of the posturing and levels of denial I’ve seen on Twitter today it’s clear the penny hasn’t dropped with some antis yet. For some it never will. This presents the remaining ‘action’ groups with a problem. Either they ditch these people or the ship goes down with all hands. Will there now be an outbreak of common-sense on the phase 2 route to Leeds (the only one left with active groups)?

Whatever way, it’s obvious the national StopHs2 campaign exists in name only.

The GNGE: Joint line renaissance

23 Monday Mar 2015

Posted by Paul Bigland in GNGE, Rail Investment, Rail Moderinsation, Railways

≈ 1 Comment

Tags

GNGE, Investment, Modernisation, Railways, Transport

March has been a busy month for the railways. We’ve had new franchises launched, the arrival of the first of the next generation of Intercity trains & the start of new electric train services in the North West. There was another major milestone, but that’s not attracted the same level of attention. I’m talking about the completion of the £280 million rebuilding of the 86-mile GNGE ‘joint’ line which runs from Werrington (just north of Peterborough) through Spalding, Sleaford, Lincoln and Gainsborough, reconnecting with the East Coast Main Line at Doncaster.

History
The Great Northern Railway and its rival the Great Eastern Railway established the Great Northern and Great Eastern Joint Railway in 1879, with the final section linking Spalding & Lincoln opening in 1882. The main purpose of the route was to allow Yorkshire coal to be brought to East Anglia, although the line was also used by a rather sparse passenger service which remains little changed to this day. Throughout the BR years the line went into steady decline, losing much of its importance (and freight) when the section from Spalding to March closed in November 1982. At one time, much seasonal traffic was generated by the Spalding bulb festival with excursion trains arriving in the town from all around the UK. Now, even the sidings these trains were stabled in have disappeared.

The lines fortunes changed after privatisation when the railways stopped contracting and began expanding once more. Network Rail undertook a review of lines & decided to upgrade the GNGE as part of its East Coast Main Line Capacity Relief Project, providing an alternative route for both passenger & freight services.

The GNGE Alliance & work programme
To carry out the upgrade Network Rail formed an alliance of partners which comprises Network Rail, Babcock, Carillion and Siemens. Other companies such as May Gurney worked in sub-contracting roles, supplying their expertise to the Alliance

The intention was to increase line capacity, raise speeds from 60 to 75 mph and increase the loading gauge to W10 in order to allow the line to be used as a diversionary route by the growing number of intermodal trains traversing the network. Previously, these trains had been barred from the line. In the end, the Alliance managed to raise the loading gauge further to W12 at no extra cost.

To achieve this needed the following work:

Level crossings: This saw the largest ever level crossing replacement programme of its type on the national rail network, with all of the GNGE route’s 147 level crossings individually risk assessed to determine specific requirements, leading to the renewal/enhancement of 61 level crossings along the line of route & the closure of 3 more. Crossings have been converted to manually controlled barriers with object detection (MCB-OD) operation or MCB- CCTV controlled operation. The work allowed some permanent line speed restrictions to be lifted.

Track: 83,000 yards of plain line renewals, which entailed replacing wooden sleepers & jointed track with concrete sleepers & continuous welded rail. 70,000 yards of rerailing. Replacing dozens of switches & crossings (for example, the junction at Sleaford North). The re-instatment of double track on the Sleaford avoiding line by renewing & reconnecting the previously abandoned Down line. One of the many upsides to this work is that its reduced noise and vibration levels suffered by residents living close to the line as well as extending maintenance periods to 15 years.

Signalling: Closing 13 manual signalboxes & renewing the associated colour light & semaphore signalling. Replacing them with modular LED signals controlled from the signalling centre at Lincoln (although the line will eventually be controlled from the ROC at York).

Bridges & Tunnels: 49 underbridges, 19 overbridges and 82 culverts were either renewed or refurbished whilst track was lowered for 66 metres inside the sole tunnel on the line at Washingborough. One of the biggest jobs was at Sleaford, when 3 bridges (rail over road, rail over rail & rail over river) were replaced in one 10 day blockade.

Other work included 150,000 yards of vegetation clearance to improve lineside access and prevent autumnal leaf fall problems. 83,000 yards of fencing and 66,000 yards of concrete cable troughing were replaced.

The project was due to run from 2012 until late 2014 but due to the fact the line was an important diversionary route the timetable was extended into 2015. The landslip at Hatfield Colliery in 2014 had quite an impact on the programme as the diversion of traffic due to that event increased traffic levels on the joint line & forced some of the GNGE works to be rescheduled. A ‘wires down’ incident at Retford didn’t help as this also caused work to be postponed. Even so, a project that was originally planned as a four year scheme was undertaken in around half the time.

With a project of this size & nature it was vital to engage with the people & communities who lived along the route as some would suffer significant inconvenience. On one occasion this involved the Alliance laying on a minibus service to get people to & from their homes which had been isolated by a temporary level crossing closure. Another time a fire engine was hired & stationed near a row of houses cut off from the main roads – just in case! At another site the Alliance worked with villagers to cut trespass caused by people taking a shortcut across the line. A new pedestrian subway was cut through the embankment to allow safe crossing. This work wasn’t in the project scope but after consultations with residents it was decided to include it. At Heighington the Alliance donated £1,000 to help fund the restoration work at the Community centre.

All these legacies include significant environmental and community schemes which have enhanced the railway’s reputation as a good neighbour, as well as being beneficial in their own right. These and other initiatives led to the GNGE project achieving an ‘Excellent’ score of 78% in Civil Engineering Environmental Quality Assurance (CEEQUAL).

Huge effort was invested in engaging with schools to advise children of the even greater risks posed by trespass with the arrival of faster, quieter and more frequent trains. The Alliance’s Schools Liaison Officer made a total of 69 school visits and addressed over 15,000 children in all. These efforts were supported by a media campaign in newspapers, local radio and online.

The successful outcome of all this work means that, in future, not only could journey times be cut but operating hours can be extended. This means it could be possible to introduce something local Council’s have wanted for some time – the introduction of a Sunday service. Previously these would have been too expensive to achieve due to the staff costs of keeping 13 signalboxes open on extra shifts.

I was fortunate enough to be involved in the scheme as a project photographer working on projects big & small up & down the line. My intention is to include a series of pictures illustrating some of the work that was carried out on this important project which, to my mind, hasn’t received quite the attention that it perhaps should have. So, watch this space. Here’s a few to start with;

On the 11th September Transport Secretary baroness Kramer visited the line to see the work being done and officially open two important schemes. One was a new pedestrian subway, the other was the re-instatement of the Sleaford avoiding lines. Here's the Baroness flagging off a DB Schenker loco fitted with a commemorative headboad.

On the 9th September Transport Secretary baroness Kramer visited the line to see the work being done and officially open two important schemes. One was a new pedestrian subway, the other was the re-instatement of the Sleaford avoiding lines. Here’s the Baroness flagging off a DB Schenker loco fitted with a commemorative headboad.

On the 9th March Transport Secretary Claire Perry MP had a busy day visiting the GNGE to see the completed works & talk to local stakeholders & the project team. One of her tasks was to unveil this plaque on the new  footbridge at Ruskington. This has replaced a barrow crossing, making the station both safer and accessible to all.

On the 9th March Transport Secretary Claire Perry MP had a busy day visiting the GNGE to see the completed works & talk to local stakeholders & the project team. One of her tasks was to unveil this plaque on the new footbridge at Ruskington. This has replaced a barrow crossing, making the station both safer and accessible to all.

After unveiling the plaque at Ruskington, Claire Perry MP travelled the line back to Peterborough in an inspection saloon. She was accompanied by Network Rail's LNE route director, Phil Verster & GNGE Alliance staff who pointed out the work that had been undertaken.  In this picture we're passing Sleaford North Jn. The old signalbox still stands but it no longer controls the relaid junction & reconnected avoiding line.

After unveiling the plaque at Ruskington, Claire Perry MP travelled the line back to Peterborough in an inspection saloon. She was accompanied by Network Rail’s LNE route director, Phil Verster & GNGE Alliance staff who pointed out the work that had been undertaken. In this picture we’re passing Sleaford North Jn. The old signalbox still stands but it no longer controls the relaid junction & reconnected avoiding line.

Over the weekend of the 2nd- 3rd February 2013 the junction at Sleaford North was renewed. The new switches were brought to the site per-assembled using Network Rail's new tilt wagons. Here, a pair of Kirow cranes maneuver one of the switches into place.

Over the weekend of the 2nd- 3rd February 2013 the junction at Sleaford North was renewed. The new switches were brought to the site per-assembled using Network Rail’s new tilt wagons. Here, a pair of Kirow cranes maneuver one of the switches into place.

One of the problems with railway engineering is that the public don’t always get to see (and thus appreciate) where the money is spent on modernising & repairing our railways. Here’s a case in point...  In 2013 a series of culverts under the embankment near Stow Park were religned.  These hadn’t been touched since the line was built in 1882.  In some of them several courses of bricks has collapsed & needed to be replaced to prevent the danger of the embankment collapsing.  In this health & safety conscious age there’s no question of sending men into such a confined space, so a more modern method was used to reline the culvert.  Once debris had been removed a flexible liner was pulled through. Once in place, it was sealed at either end then inflated by compressed air in order that it pressed against the brickwork.  Once this was done, a trolley equipped with UV lamps was run through the liner, baking it. The liner material then sets like concrete.  It’s not a cheap fix.  Depending on the size of the liner they can cost tens of thousands of pounds, but they’re guaranteed for over 60 years.  Here’s one of the culverts after the work had been completed.

One of the problems with railway engineering is that the public don’t always get to see (and thus appreciate) where the money is spent on modernising & repairing our railways. Here’s a case in point…
In 2013 a series of culverts under the embankment near Stow Park were religned. These hadn’t been touched since the line was built in 1882. In some of them several courses of bricks has collapsed & needed to be replaced to prevent the danger of the embankment collapsing. In this health & safety conscious age there’s no question of sending men into such a confined space, so a more modern method was used to reline the culvert. Once debris had been removed a flexible liner was pulled through. Once in place, it was sealed at either end then inflated by compressed air in order that it pressed against the brickwork. Once this was done, a trolley equipped with UV lamps was run through the liner, baking it. The liner material then sets like concrete. It’s not a cheap fix. Depending on the size of the liner they can cost tens of thousands of pounds, but they’re guaranteed for over 60 years. Here’s one of the culverts after the work had been completed.

The culvert lining process was controlled from this van. Here, the operator can control & monitor the whole process, ensuring that the liner is baked at the right level  & that the UV trolley has passed all the way through the culvert. The system also provides a print-out of all the relevant data to show that the work has been done correctly.

The culvert lining process was controlled from this van. Here, the operator can control & monitor the whole process, ensuring that the liner is baked at the right level & that the UV trolley has passed all the way through the culvert. The system also provides a print-out of all the relevant data to show that the work has been done correctly.

In March 2013 three different bridges on the Sleaford avoiding line were replaced during a 10 day blockade.  Here, a 1000 tonne crane rests after lifting out the old rail bridge over the railway line to Skegness.  In the foreground to the left of the old bridge you can see the two sections of the new bridge ready to go in.

In March 2013 three different bridges on the Sleaford avoiding line were replaced during a 10 day blockade. Here, a 1000 tonne crane rests after lifting out the old rail bridge over the railway line to Skegness. In the foreground to the left of the old bridge you can see the two sections of the new bridge ready to go in.

In the early hours of the 3rd March 2013, the old 90 tonne railway bridge that spanned  the Skegness line is lifted out in one piece.

In the early hours of the 3rd March 2013, the old 90 tonne railway bridge that spanned the Skegness line is lifted out in one piece.

Once the old bridge had been removed & the site cleared & prepared the new bridge was lifted into place. This has been built in two sections (one for the Up line & another for the down line)

Once the old bridge had been removed & the site cleared & prepared the new bridge was lifted into place. This has been built in two sections (one for the Up line & another for the down line)

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