Ongoing and Future Projects

The FSMR members undertake a variety of projects on the railway.

None compare to the task in the early days back in 1995 of rebuilding the tunnel, but all can be challenging as well as interesting. A “project manager” usually takes charge, and members can just turn up and help on what suits them best, be it track, electrical, civil, or locomotive engineering. The FSMR have a selection of dumper trucks, and access to the farm estates JCB. And with mining engineers, architects, electrical and mechanical engineers as members, no task is too large in the preservation world!

Just to put in perspective what massive engineering challenge we constantly face against nature on the railway here are some pictures taken during March 2007 of the railway under water.

Below along the back straight in the distance is the normally “dry” culvert overspill bridge, the actual small stream is piped under the track bed some 6 feet below and only flows under the culvert overflow at times of heavy rain

The main river Eye runs parallel on the right for the length of the back straight. — Below along the back straight in the distance is the normally “dry” culvert overspill bridge, the actual small stream is piped under the track bed some 6 feet below and only flows under the culvert overflow at times of heavy rain The main river Eye runs parallel on the right for the length of the back straight.
Below along the back straight in the distance is the normally “dry” culvert overspill bridge, the actual small stream is piped under the track bed some 6 feet below and only flows under the culvert overflow at times of heavy rain The main river Eye runs parallel on the right for the length of the back straight.

“Coleby’s” culvert bridge, the stream runs through a 24 “ pipe, some 6 feet under the railway to the bottom left joining the main river Eye, which runs parallel to the railway behind the bridge
“Coleby’s” culvert bridge, the stream runs through a 24 “ pipe, some 6 feet under the railway to the bottom left joining the main river Eye, which runs parallel to the railway behind the bridge

And the same location with normal conditions at “Coleby’s” culvert bridge, the stream runs through a 24“ pipe, some 6 feet under the railway to the bottom left joining the main river Eye behind the bridge
And the same location with normal conditions at “Coleby’s” culvert bridge, the stream runs through a 24“ pipe, some 6 feet under the railway to the bottom left joining the main river Eye behind the bridge

Jenny’s bridge under a torrent of water, the normal river level runs some 7 feet below the deck height!! And is normal 6 feet deep at this point!! So the water is over 13 feet deep.

Note the large tree trunk wedged against the bridge. A constant danger which required the use of the farm tractor to remove. — Jenny’s bridge under a torrent of water, the normal river level runs some 7 feet below the deck height!! And is normal 6 feet deep at this point!! So the water is over 13 feet deep. Note the large tree trunk wedged against the bridge. A constant danger which required the use of the farm tractor to remove.
Jenny’s bridge under a torrent of water, the normal river level runs some 7 feet below the deck height!! And is normal 6 feet deep at this point!! So the water is over 13 feet deep. Note the large tree trunk wedged against the bridge. A constant danger which required the use of the farm tractor to remove.

Civils

Spillway Bridge

During winter and spring 2006/2007, we undertook a major rebuild of the lakeside outfall spillway bridge. This had been identified as requiring major maintenance and so it has been decided to update the design at the same time. Abutments were renewed and a complete new wider and stronger steel superstructure was fabricated in our workshops and assembled at the lakeside. Work was completed prior to the 2007 summer events.

The bridge required heavy maintenance and so it was decided to improve its construction during this process creating a safer more aesthetic construction and refurbish, or replace the supporting RSJ,s at the same time. Also new blue brick support walls were added.

The blue brick edgings are being added to improve bridge stability and water erosion protection of the footings from the lake outflow here during winter rains.

During a barmy mid April weekend in 2007 with little rain, our resident brickie, FSMR member Kev takes a break from the station construction work to lay the new blue brick walling.

The guy standing overseeing the job is our treasurer ensuring the project stays on budget!! — During a barmy mid April weekend in 2007 with little rain, our resident brickie, FSMR member Kev takes a break from the station construction work to lay the new blue brick walling. The guy standing overseeing the job is our treasurer ensuring the project stays on budget!!
During a barmy mid April weekend in 2007 with little rain, our resident brickie, FSMR member Kev takes a break from the station construction work to lay the new blue brick walling. The guy standing overseeing the job is our treasurer ensuring the project stays on budget!!

The track panels and steel plate decking were removed exposing the RSJ support beams. These were found to have corroded to the point where it was deemed necessary to renew them. They were removed the following weekend and new RSJ’s were installed over the May BH

Note the flood gauge on the lake edge that goes to 4 feet above high water!!.

Although never that high, the lake has breached the track walls along the track in previous wet winters. — The track panels and steel plate decking were removed exposing the RSJ support beams. These were found to have corroded to the point where it was deemed necessary to renew them. They were removed the following weekend and new RSJ’s were installed over the May BH Note the flood gauge on the lake edge that goes to 4 feet above high water!!. Although never that high, the lake has breached the track walls along the track in previous wet winters.
The track panels and steel plate decking were removed exposing the RSJ support beams. These were found to have corroded to the point where it was deemed necessary to renew them. They were removed the following weekend and new RSJ’s were installed over the May BH Note the flood gauge on the lake edge that goes to 4 feet above high water!!. Although never that high, the lake has breached the track walls along the track in previous wet winters.

While in the workshop over the winter 2006 / 2007, the new trusses were fabricated.
While in the workshop over the winter 2006 / 2007, the new trusses were fabricated.

The new side trusses awaiting painting and cross bracing.
The new side trusses awaiting painting and cross bracing.

The new side trusses are painted, and ready for transport down to the lakeside to be installed on the bridge.
The new side trusses are painted, and ready for transport down to the lakeside to be installed on the bridge.

The new blue brick side walls are installed, and the centre support islands are being constructed out of concrete, brought to the site by train
The new blue brick side walls are installed, and the centre support islands are being constructed out of concrete, brought to the site by train

The new side trusses painted, and transported down to the lakeside to be installed on the bridge
The new side trusses painted, and transported down to the lakeside to be installed on the bridge

The new bridge minus decking.
The new bridge minus decking.

Taken under much warmer conditions over the first May BH weekend 2008 a 751 “John H Gretton” runs over the new bridge.
Taken under much warmer conditions over the first May BH weekend 2008 a 751 “John H Gretton” runs over the new bridge.

The new bridge receives its decking plates.
The new bridge receives its decking plates.

Almost complete, the new bridge just requires the approaches to be concreted and ballasted and centre plates to be added.

As can be seen, the new bridge also offers a much safer access for pedestrians around the railway during non-running periods on the railway. — Almost complete, the new bridge just requires the approaches to be concreted and ballasted and centre plates to be added. As can be seen, the new bridge also offers a much safer access for pedestrians around the railway during non-running periods on the railway.
Almost complete, the new bridge just requires the approaches to be concreted and ballasted and centre plates to be added. As can be seen, the new bridge also offers a much safer access for pedestrians around the railway during non-running periods on the railway.

And of course, the last item to fit, the obligatory builders plate!!
And of course, the last item to fit, the obligatory builders plate!!

Taken on a very cold Easter Sunday in March 2008, the Jubilee 5565 poses on the new structure. The previous week, flood water was almost up to the retaining wall as it roared over the outfall.
Taken on a very cold Easter Sunday in March 2008, the Jubilee 5565 poses on the new structure. The previous week, flood water was almost up to the retaining wall as it roared over the outfall.

Terminus Platform and Station

There was also a project over 4 years which was officially completed and opened on 12th October 2008 to re-develop the whole terminus platform and station area to provide better catering and seating facilities and re roof the platform canopy as the old corrugated roofing is badly corroded at the edges. Architect plans were drawn and passed by the council planning. Foundation construction was completed in 2006 by local building contractor, and handed over to the FSMR team (led by a member who is a skilled builder). The building was completed prior to opening in October 2008 although there was some internal fitting out completed for June 2009 when the station saw its first public passengers, but it had already been used as a refreshment room with the log stove fire put to good use cooking jacket potatoes! For the bonfire night events and during the Easter private runnings. It has subsequently been a godsend for public running events acting as the railways refreshment and souvenir shop

The new station building being based on the Midland Railway Settle and Carlisle stations design.

This picture were taken in March 2007 as the external brick walls and stone detailing are laid by FSMR members station build project team. At this point, the old canopy roof was still in place but was removed in May 2007 to allow the final brick courses to be built to roof height. All this cladding and roofing was renewed and profiled into the new structure as part of the project producing a weather proof covering for the platforms.

During the first May BH weekend 2008, the roofers moved in and put the slate roof on.
During the first May BH weekend 2008, the roofers moved in and put the slate roof on.

By July 2008, our resident electricians completed the internal wiring and the walls and ceilings were plastered. External doors fitted, and floor screed and internal fitting still to complete.
By July 2008, our resident electricians completed the internal wiring and the walls and ceilings were plastered. External doors fitted, and floor screed and internal fitting still to complete.

FSMR members removed the remaining track canopy sheeting in order to allow refurbishment and lifting of the RSJ supports in preparation for the new steel sheeting. The extended RSJ support cross beams can be seen from this shot, which will now provide coverage of the link line for spare locos, and also to weatherproof the canopy sides for passengers.
FSMR members removed the remaining track canopy sheeting in order to allow refurbishment and lifting of the RSJ supports in preparation for the new steel sheeting. The extended RSJ support cross beams can be seen from this shot, which will now provide coverage of the link line for spare locos, and also to weatherproof the canopy sides for passengers.

The station was almost completed by October 2008 apart from some of the canopy side cladding and kitchen fitting out, and was officially opened at a private event in front of invited guests by Dr Pete Waterman OBE when the new East African loco was also unveiled.
The station was almost completed by October 2008 apart from some of the canopy side cladding and kitchen fitting out, and was officially opened at a private event in front of invited guests by Dr Pete Waterman OBE when the new East African loco was also unveiled.

The SMR owner and president of the FSMR, Lady Gretton with Pete Waterman opening the new station and celebrate 50 years of the SMR in 2008.
The SMR owner and president of the FSMR, Lady Gretton with Pete Waterman opening the new station and celebrate 50 years of the SMR in 2008.

The new station building at its unveiling, complete with Lady Gretton’s station Totem inside from the closed Gretton station on the midland line from Corby to Manton.
The new station building at its unveiling, complete with Lady Gretton’s station Totem inside from the closed Gretton station on the midland line from Corby to Manton.

By summer 2010 the re-roofing of the canopy was complete finishing off the station building nicely.
By summer 2010 the re-roofing of the canopy was complete finishing off the station building nicely.

Plan drawing of the finished building.
Plan drawing of the finished building.

Taken in Mid Feb 2008, the roof structure is now taking shape ready for felting and then the slates to be laid. The distinct Midland railway S and C route stone detailing is evident on the corners here.
Taken in Mid Feb 2008, the roof structure is now taking shape ready for felting and then the slates to be laid. The distinct Midland railway S and C route stone detailing is evident on the corners here.

During Mid September 2005, the SMR’s building contractor commences the start of foundation construction of the new station. The footings have been marked out, and hardcore from the old timber building base removed to subsoil level. Note the cream and crimson building to the right is the historic donated original Sutton Miniature Railway ticket office
During Mid September 2005, the SMR’s building contractor commences the start of foundation construction of the new station. The footings have been marked out, and hardcore from the old timber building base removed to subsoil level. Note the cream and crimson building to the right is the historic donated original Sutton Miniature Railway ticket office

The foundations are then excavated ready for the concrete footings and once these have been completed, it is then handed over to the FSMR team for the main building work to commence. Things slowed a bit in 2006 awaiting all the materials including door frames and windows to arrive on site, but work then started at pace over New Year 2007 with one of the FSMR members, a tradesman builder leading the bricklaying team.
The foundations are then excavated ready for the concrete footings and once these have been completed, it is then handed over to the FSMR team for the main building work to commence. Things slowed a bit in 2006 awaiting all the materials including door frames and windows to arrive on site, but work then started at pace over New Year 2007 with one of the FSMR members, a tradesman builder leading the bricklaying team.

Foundations and floor in place awaiting materials to arrive for the next phase.
Foundations and floor in place awaiting materials to arrive for the next phase.

The majority of the materials have been donated by various companies, for which the whole FSMR are indebted. The companies that have donated towards the station are:

Marley Eternit

Supplier of new Station roofing slates

Corus

Supplier steel sheeting work for the station canopy renewal

Ibstock Brick

Supplier of the new station bricks

Visit

H&H Celcon

Supplier of insulated blocks for the new station internal walls

Visit

Wickes

Nottingham store supplied discounted kitchen units and worktops for the station

Visit

Platforms

Some work was also completed in spring 2010 on the platforms to replace sections of frost blown concrete, in preparation for the summer openings.

S & T

Work started in Spring 2012 installing new signals and axle counters at lakeside which will give improved reliability and monitoring of the trains progress.

This has been on going since with equipment panel upgrades also underway and new line side signals due to be incorporated at some point in 2015.

Track

Ongoing re-sleepering of track continues, the original 1970’s jarah sleepers showing their age, especially on the extension. Go to the picture gallery for pictures of the re-sleepering methods.

The back straight was re-ballasted and levelled over April 2012.

We have started the process of lifting complete panels and digging out the bed with the FSMR tractor loader. The bed then receives a geo-tex membrane before new ballast is added and the panel is replaced on new sleepers. The record is 3 panels completed in one day. The oldest sections are being tackled first through the woods. We are also took the opportunity this spring to install an access crossing at badgers curve to allow heavy machinery access without damage to the track e.g tractor mower and JCB .At the same time, 9 panels of original track were renewed through the wooded section.

Another record in autumn 2006 with 4 panels !! replaced over the weekend of 14th 15th October 2006 in the same area back to badgers bend completing this area. We also added a new sleeper retaining walls to the bank to prevent soil erosion contamination of the ballast.

And all this with the Berkshire providing the exotic motive power for the day in the diesels absence.

October 2006

These photos were taken during the October track weekend in 2006 when 5 panels were lifted and replaced on badgers curve in one weekend. At the same time the opportunity was used to install a sleeper retaining wall against the earth bank at this location.

The works train in use over the weekend, having the luxury of steam power in the diesels absence on its heavy repair and overhaul this winter.

The first task was to set up a laser level to maintain the gradient profile between the two untouched sections of line. The first section to be lifted is in front of the laser. At the same time, the new sleep wall is being constructed behind.

After lifting cutting off the fishplate bolts and lifting the panels out onto the bank, the next step is to use the tractor loader and hand tools!! to remove about 4 inches of the old track ballast The end of this weekends working area can be seen where the track restarts.
After lifting cutting off the fishplate bolts and lifting the panels out onto the bank, the next step is to use the tractor loader and hand tools!! to remove about 4 inches of the old track ballast The end of this weekends working area can be seen where the track restarts.

Even my youngest gets in on the act with the shovel!
Even my youngest gets in on the act with the shovel!

Next, after fitting new sleepers to the old panels, they are put back in place on a geo-tex membrane to prevent the fresh ballast getting contaminated from below. The fishplates are then fitted with new bolts and greased to ensure trouble free movement (critical to avoid thermal damage in the hot sun!!)
Next, after fitting new sleepers to the old panels, they are put back in place on a geo-tex membrane to prevent the fresh ballast getting contaminated from below. The fishplates are then fitted with new bolts and greased to ensure trouble free movement (critical to avoid thermal damage in the hot sun!!)

The scale of the weekends work can be seen here, the new panels starting at the bottom right of the picture through to the top left of the picture. The full size sleepers are ready for the new sleeper retaining wall to be installed at the same time.
The scale of the weekends work can be seen here, the new panels starting at the bottom right of the picture through to the top left of the picture. The full size sleepers are ready for the new sleeper retaining wall to be installed at the same time.

After setting the track height using the laser, the track is then ballasted. There are two 2 ton ballast trucks on the SMR works train. One has end discharge (as shown here) the other has side discharge doors. The two run in pairs so that the whole section of track can be ballasted effectively. Re-loading is carried out at the ballast tip by the station using the tractor loader
After setting the track height using the laser, the track is then ballasted. There are two 2 ton ballast trucks on the SMR works train. One has end discharge (as shown here) the other has side discharge doors. The two run in pairs so that the whole section of track can be ballasted effectively. Re-loading is carried out at the ballast tip by the station using the tractor loader

After being loaded with stone, the Berkshire heads off back to the work site with the works train. Apart from the two 4 axle ballast trucks, the works train usually consist of a flat truck for general conveying of sleepers etc (also adapted to take the petrol driven 1000 l weed-killing tank sprayer). There is also a 3 axle short wheelbase truck carrying fishplates, spikes and bolts shown ns shot. Also out of shot is the twin cylinder diesel 3 phase generator/welding wagon. An essential piece of equipment on any track day.
After being loaded with stone, the Berkshire heads off back to the work site with the works train. Apart from the two 4 axle ballast trucks, the works train usually consist of a flat truck for general conveying of sleepers etc (also adapted to take the petrol driven 1000 l weed-killing tank sprayer). There is also a 3 axle short wheelbase truck carrying fishplates, spikes and bolts shown ns shot. Also out of shot is the twin cylinder diesel 3 phase generator/welding wagon. An essential piece of equipment on any track day.

If there is a large number of personnel, a passenger coach is also added to the consist.
If there is a large number of personnel, a passenger coach is also added to the consist.

February 2008

These photos were taken during the mid February track weekend in 2008 when 6 panels were lifted and replaced on chestnuts curve on one Saturday breaking the previous record of 5 over two days with the final ballasting completed on 8th March. The first task was to set up a laser level to maintain the gradient profile between the two untouched sections of line.

This section was heavily contaminated with mud and clay and the sleepers were not visible and so a fully renewal of track bed was required following on form previous work carried out in the Autumn on the curve.

All pway work is co-ordinated and any major renewal and ongoing sleeper replacement, with organised work parties on large jobs is all logged on a database as per full size!!

Three weeks later on a dry Saturday in March, and the ballasting to full depth is completed and track aligned and then cross level checked before final tamping and further ballasting. Restraining spike posts are also hammered in on the outer radius edge of each main joint sleeper in order to maintain alignment under train cornering forces on the curves.

The only remaining task is to build the single sleeper retaining wall and grade in the banks with the JCB.
The only remaining task is to build the single sleeper retaining wall and grade in the banks with the JCB.

After cutting off the fishplate bolts and lifting the panels out onto the bank with the tractor, the next step is to use the tractor loader and hand tools!! to remove about 4 inches of the old track ballast (mostly mud!) This is done in sections to allow the track to be re-laid behind the tractor as it continues to work forward.
After cutting off the fishplate bolts and lifting the panels out onto the bank with the tractor, the next step is to use the tractor loader and hand tools!! to remove about 4 inches of the old track ballast (mostly mud!) This is done in sections to allow the track to be re-laid behind the tractor as it continues to work forward.

After the track-bed had been dug down to remove contaminated ground, the geotex membrane is added and newly sleepered track is put back. The track is then jacked up to correct height using the laser level datum points, ready for provisional ballasting under the sleepers.
After the track-bed had been dug down to remove contaminated ground, the geotex membrane is added and newly sleepered track is put back. The track is then jacked up to correct height using the laser level datum points, ready for provisional ballasting under the sleepers.

The works train in front of the tractor is on the start of the original track which will be hopefully joined up with newly sleepered line.
The fishplates are then fitted with new bolts and greased to ensure trouble free movement
(critical to avoid thermal damage in the hot sun!!) The packing depth under the sleepers can be seen from this shot. — The works train in front of the tractor is on the start of the original track which will be hopefully joined up with newly sleepered line. The fishplates are then fitted with new bolts and greased to ensure trouble free movement (critical to avoid thermal damage in the hot sun!!) The packing depth under the sleepers can be seen from this shot.
The works train in front of the tractor is on the start of the original track which will be hopefully joined up with newly sleepered line. The fishplates are then fitted with new bolts and greased to ensure trouble free movement (critical to avoid thermal damage in the hot sun!!) The packing depth under the sleepers can be seen from this shot.

Umbeezor Workshop Extension 2019

The Umbeezor workshop extension was a joint venture between members and contractors to provide a warm and dry environment for the maintenance of our existing rolling stock and also the ongoing restoration project of the heritage coaches.

Post Lock Down Projects 2020/2021

Normally during July and August we would be preparing for our busiest event of the year but instead we have been very busy with site maintenance and preparing for the biggest job of all replacing the sleepers over Jenny’s bridge which will take the full 3 days over Bank Holiday.

Other members have been busy replacing the doors on the station building and building a new disabled access ramp with hand rail not to mention the normal routine maintenance on the Track,signals and engines.

(not forgetting the obligatory refreshments)

We always need new members to help email us on info@fsmr.co.uk if you wish to get involved.

Since being able to return the railway we have seen a hardcore group of members trying to fix what the weather has done to our track and infrastructure during the lockdown .

We have seen them tackle relaying sleepers that were damaged due to floods and also repairing Jenny’s bridge near the haven .

A new signal box was started late August 2020 and is now nearing the building stage and the electrics have been completely refurbished by another member during the last lockdown.

Foundations are now laid and the timber has been purchased to finish the build hopefully in time for our Annual August open weekend

Even cleaning the guttering an essential job