The contractors would also
need to have access to both
sides of the river when the old
superstructure was removed,
so a floating pontoon, made
up of interlocking plastic units,
was positioned across the
river. This created a walkway,
working platform and support
for temporary troughing for
the signalling cables and other
equipment.Wind and water
A ‘Go/No-Go’ plan was
drafted before the possession
started. Weather forecasts were
analysed for potential heavy
rain. There were sluice gates
that could regulate the water
flow, but that could also cause
problems, as outlined earlier.
Wind was a fairly critical factor.
The crane would only attempt
the lifts required if the wind
was less than 35mph. If this was
exceeded, work would have to
stop.
Fortunately, the weather was
kind with no rain and little wind
throughout the possession. Theline was handed back to traffic
on time with a 50mph speed
restriction.
The track was reinstated
by local track engineers,
underpinning another
Network Rail policy known as
the ‘Orange Pound’. In the
past, contractors have been
responsible for reinstating the
track after such work. Now,
the view within Network Rail
is that this work should be
done in-house, using engineers
who know the area and can
maintain it on a daily basis,
ensuring that not only the trackis maintained properly but also
the speed restriction boards,
track magnets and temporary
track crossings are also looked
after.
Many readers would identify
this approach with a similar one
adopted some time ago.
So, the new bridge is in place,
the myriad of engineering
challenges addressed and
the local environment left in
peace with the water voles now
admiring the new structure that
has emerged from this sodden,
watery part of the Berks &
Hants main line.Barnards Lock Rail Bridge
For further information on our specialist design services, contact
Tony Westlake tel: +44 1372 461600 email: [email protected] http://www.tonygee.com
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