waverley line eden viaduct project 17 03 15 waverl… · - binding margin - proposals for a walking...

Carlisle Waverley Viaduct Trust

Waverley Line Eden Viaduct ProjectNotes on a network of walking and cycling routes based

upon the railway viaduct crossing of the River Eden

February 2017

View of Viaduct

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Proposals for a walking and cycling route across the River Eden via the Waverley Railway Viaduct

Summary of proposals

At present the only convenient crossing of the River Eden is the Eden Bridge carrying the main road into the centre of the City. Although this does have wide pavements and cycling is on them, traffi c leading to the bridge is inevitably heavy and the conditions are far from suitable for popular cycling, furthermore it makes for a diffi cult cross town route particularly in the direction of the Infi rmary and Newtown.

The proposed Waverley Viaduct Link provides for a much more direct route in this direction and one which is largely traffi c free. In addition, it will link the north part of Carlisle to Hadrian’s Path, and create an attractive all weather walk and promenade for local residents, as well as a reserve for recuperation immediately adjacent to the Infi rmary. Lastly, but not least, it creates a real purpose for the historic Waverley Viaduct to make good use of its planned restoration and ensure its survival far into the future.

The Project is being promoted by the local Carlisle Waverley Viaduct Trust who are working in partnership with Highways England, the owners of the Viaduct having inherited it from the British Rail Property Board.

Location PlanThe plan shows the location of the Waverley Viaduct Link. This starts at the corner off Etterby Road where a good trackway leads down to the river. The Project proposes a link around the edge of the fl ood plain to the ramp up to the Waverley Viaduct itself. From here the link follows the line of the former railway through to the Port Road Business Park, to the Infi rmary, and to Engine Lonning for a link to Newtown.

The details of the proposals are shown on the following pages of maps, cross-sections and notes.

Waverley Line Eden Viaduct Project: notes on a network of walking and cycling routes based upon the railway viaduct crossing of the River Eden | February 2017

Plan showing the location of the Waverley Viaduct Link from Etterby to Newtown

Waverley Line Eden Viaduct Project: notes on a network of walking and cycling routes based upon the railway viaduct crossing of the River Eden | - B

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1 Corner of Etterby Road and Stainton Road. These roads are signed as National Cycle Route 7 from Carlisle to Gretna. Etterby Road provides the direct link to the whole of the City north of the River Eden.

2 The existing lane is well surfaced and provides access to the riverside fi elds. The route here is designated as a public footpath and cyclists would use it as a permissive basis.

3 Repair or replaces livestock gates and add standard 1.0m wide cattle grid, all only if this is required by the land owner. Note that this point is the start of the redline area covered by this planning application.

4 The ground levels vary here and the objective will be to even out the path all to the same level as the main section of path to be built along the fi eld edge.

5 Clearing here may expose features of interest which could be retained.

6 Run the whole length of the fi eld edge as shown in the cross section. Locating the path in this area minimises the likelihood of damage from future fl ooding as it follows the highest part of the fi eld and is clear of the main force of fl oodwaters. This section of the path all through to the viaduct will fl ood from time to time and will be designed to be inundated, as are the paths in Rickerby Park. In particular the path will have a sealed surface laid with a central camber just proud of the existing ground surface. See cross section 1.

7 Take the route on an easy curve around this corner, to both ease the public’s passage and to minimise the chance of trespass towards Stainton.

8 Across to the viaduct approaches the path will run at ground level parallel to, and just outside the area of the former railway embankment. This has been removed to allow fl oodwater to escape more easily and the last fl oods showed the torrent which passed through here. The path will be set at ground level so as not to obstruct any future fl ow, and will be kerbed over this length with heavy concrete railway sleepers so as to make a really secure construction able to survive future fl oods completely intact. See cross section 2.

9 Should the residents of Stainton ever require a link from the existing public footpath then such a link could be made along the line of the former railway up to the accommodation bridge to Stainton. However, this link is not part of this proposal and is shown for information only.

10 This pond to be maintained and extended northwards if necessary to provide further deterrent to the public straying in this direction.

11 Start of ramp up to Waverley Viaduct.

12 Approximate line of public footpath, diverted onto a new alignment following the most recent fl oods. This footpath passes under the viaduct, but at one time connected to the viaduct crossing via steps.

Map 1 of 3 Etterby Road to Viaduct approach

Section 1 Looking along the northern boundary of the fl ood plain towards Etterby

1 Existing hedging and vegetation on bank. Review fence if required by landowner. At the present time the project is working on the basis that the path will not be fenced off as there is no livestock in the fi eld.

2 Existing grassland.

3 3m wide path constructed of 60mm thick machine laid bitmac laid on 250m thick layer of compacted stone 3.5m wide. The path is to be fi nished with a central camber of 25mm and the whole fi nished path to be slightly above general ground levels – 25mm.

Section 2 Looking northwards across the fl ood plain and wash channel

1 Approximate line of former railway embankment now removed.

2 Ground levels.

3 Sides of path to be retained by reused concrete railway sleepers, each weighing 300kgs, so that the path is secure when fl ooding passes over.

4 3m wide bitmac surface with a central 25mm camber on a compacted stone base.

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Map 1 of 3 Etterby Road to Viaduct approach1

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1 Path continues across fl ood plain.

2 The lower part of the remains of the embankment climbs at an easy slope. By slanting the path across the slope we can achieve a gradient of 1:20. The path will be constructed at ground level and the verges sown with wild grass mixtures.

3 The embankment steepens near the top and the zig-zag detail shown is required to maintain the gradient of 1:20.

4 In addition, the path needs to be excavated down through the railway ballast to a total depth of 2.0m. The path then continues to rise crossing the soffi t of the fi rst span of the viaduct with a cover of 300mm and reaching ballast level 40m to the south. See cross sections 3, 4 and 5.

5 The path reaches the track level at this point and then runs centrally for the remainder of the viaduct.

6 The treatment of the parapets is as follows:

a Reconstruct particularly low sections to create a level masonry top over the whole length of the viaduct. This will be done using surplus stone from higher sections. All previous temporary repairs will be removed and replace in good stone.

b Excavate down to the string course stone as shown in cross section. Slope the ballast back to track level so that cyclists remain centrally and do not come adjacent to the parapet.

c Add a single steel top rail, painted black, to give an effective height of 1.5m.

The effect of this approach will be to approximate the original aspect of the viaduct when viewed from upstream or downstream, as well as to afford the public sweeping views over the Eden

valley. The fi nal arrangements will be subject to agreements with Heritage England and the Highways Agency who own the Viaduct.

7 Investigate and repair drainage as necessary. Current observations suggest that the drainage functions, after a fashion, draining away to the north of the viaduct.

8 Erect an entrance celebratory “gateway” at the southern end of the viaduct. This could incorporate standard anti-motorcycle barriers if this is required.

9 Hadrian’s Path currently passes under the viaduct via these steps.

10 Link path to join existing network. At this point a marker, or sculpture, could be incorporated to show the course of Hadrian’s Wall, although of course the railway formation is now some way below the original ground level so that all trace of the Wall has been eradicated. If funds could be found then a replica of the wall could fl y overhead and the path continue through a roman gateway!

Link path near Hadrian’s Wall

11 Look to ease ramp gradients if necessary.

12 Engine Lonning gives access to Newtown.

13 Main path continues along the railway formation.

14 Existing long fl ight of steps to path.

Map 2 of 3

Section 3 at north end of Viaduct showing the path excavated to a depth of 2.0m so as to achieve a 1:20 gradient down to ground level

1 Existing ballast railway surface.

2 Existing parapet wall reconstructed if necessary to achieve an even height of 1100mm topped off with new steel rail 1250 above top of string course stone.

3 Massive string course stone 400mm thick.

4 End walls of viaduct.

5 Remove this material to provide a 1:20 gradient. Side slopes to be 1:1.5 fi nished off with wildfl ower and grass mix.

6 3m wide bitmac path constructed on railway fi ll (if sound) or layer of compacted stone. (Note incorporate livestock control if required here).

Section 4 at mid point of fi rst span. Path is rising here at gradient of 1:20

1 Massive string course stone.

2 Viaduct arch 600mm thick. Note that excavation must leave a minimum cover of 300mm above crown of arch.

3 Existing ground levels.

4 This material excavated to allow path through at 1:20. Side slopes to be 1:1.5 and fi nished with wild seed mix.

Section 5: Typical cross section through viaduct showing ballast and track materials excavated away to make a level deck

1 Existing ballast and track formation level.

2 Parapet wall rebuilt to an even height using existing materials.

3 Low steel balustrade rail cemented into top of wall to provide an overall height of 1250mm from the top of the string course block.

4 Massive string course block 400mm thick.

5 Asphalt full width at a level over the top of the string course. Lay with 1:100 crossfall to centre with central gutter.

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Map 2 of 3

View of north end of viaduct from downstream

Waverley Line Eden Viaduct Project: notes on a network of walking and cycling routes based upon the railway viaduct crossing of the River Eden | December 2016

Scale 1:1250 at A3

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Path with zigzag for 1:20 gradient (drop to top of last arch, centrally only)


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1 Path continues across Waverley Viaduct.

2 Path follows the line of the former railway. Construct path to follow the southwest side of the formation, which is higher and fi nish to a level 100mm above ground level so as to ensure that the path remains dry.

3 Through this section the railway layouts were quite extensive. The path may move to follow the best ground but it should be set in a cleared area so as to let the sun in to promote the ground level sward, and to keep an open aspect for personal safety. The drainage areas are to the north of the line and these should be cleared out if necessary. See cross section 6.

4 This is a fascinating area with the jumbled remains of the canal and subsequent railway to Port Carlisle. The ramp leading up to the hospital needs to be built through here and far as possible use this work as an opportunity to interpret and illustrate these former transport links. The ramp needs to achieve a gradient of 1:20 so as to make the whole of the Waverley Viaduct accessible to patients and visitors to the Infi rmary. The ramp will be constructed from the available fi ll throughout.See cross section 7.

5 Link across Lawn to reach the Infi rmary road opposite the existing path to the hospital entrance.

6 Continue the main path around the edge of the pond which can be treated as a feature along the route.

7 Connect to the existing path at the point that path comes down to the level. This will allow the eastern most section of the old railway to be left as a wilderness/wildlife area.

8 Follow the existing path, widening it within its hedges and boundaries.

9 Make a new level link through the earth bank and place an access control at the boundary of the industrial land if necessary. This is the end of the planning application redline area.

10 Repair path alongside warehouse and make a dropped kerb link onto the Port Road.

Map 3 of 3 Waverley Viaduct to the Infi rmary and to Port Road

Section 6 View along main part of cutting looking towards the Infi rmary

1 Path 3m wide constructed towards the southern side of the cutting where the ground is dryer and higher. Path to be set to follow the gradient of the railway without dips which might fl ood, and fi nished with a central camber, 100mm above ground level.

2 Clear all vegetation and trees for at least 2m to the south including up the face of the cutting.

3 Clear 3m away on the fl oor of the cutting to encourage ground plants and open up the view ahead for security.

4 Maintain rampant tree growth and low lying pools of water on this side of the cutting where it is generally wet already.

Section 7 Looking up the proposed ramp to the Infi rmary at a point near the top of its climb

1 Existing side of cutting leading up to infi rmary grounds.

2 Jumbled remains of canal and Port Carlisle branch line.

3 Earthworks ramp to give 1:20 gradient. Sow off slope with wild grass mixes.

4 Finished path 2.5m to link through to hospital entrance.

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Map 3 of 3 Waverley Viaduct to the Infi rmary and to Port Road


Scale 1:1250 at A3

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Heritage

Waverley Viaduct is a Grade II listed structure. It is described in some detail in Appendix I, where its history and context are explained, and the schedule of planned repairs set out. This work is to be funded by the Railway Heritage and will be carried out to their standards and requirements.

The Waverley Line was the main Midland Railway route to Edinburgh in service for the best part of 100 years (1860-1966). In this area it had a complex layout of sidings, branch lines, stations and sheds, all of which have now vanished in an abandoned landscape of ruinous earthworks and tangled trees. It would be useful to arrange the Waverley Link works to keep some memory of this era, if only by map.

The Port Carlisle Canal and Railway

Even earlier the canal came through here (1800-1840) before it was taken over for the single track railway (1860-1930). Again only a tumbled landscape remains, although further to the west there are still fragments of the canal, the railway is visible. Again the project will arrange its works to indicate where the ramp to the Infi rmary crossed the line of the canal and the branch line. The Project will work with the Engine Lonning Group who have done an excellent job of restoration in this area.

Entrance to Engine Lonning

Hadrian’s Wall

The Waverley Line cut deep across the line of Hadrian’s Wall so consequently there are no remains of the Wall on the alignment of the railway. The Project will aim to mark this alignment either by a footprint of masonry laid down the slope of the cutting and across the fl oor of the ra ilway, or by an appropriate sculpture.

Gaius Sentius on the Bristol path where the centurion marks an intersection with the Roman road to Sea Mills

Ninth Legion, Kilmacolm Path

Wildlife, Ecology and LandscapingThe link crosses three general habitats – the fl ood plain of unmanaged grassland, the open viaduct where the railway ballast and stone creates a separate dry and harsh environment, and the railway cutting which is damp and heavily shaded.

These diverse areas are interesting and the path will offer the public the opportunity to view a variety of habitats at close range without their damaging the plant communities either side. The Project will work with the local Wildlife Trust to illustrate landscape.

Flooding and the Flood Plain

The embankment north of the Viaduct has been removed in order to provide a fl ood passage for the River Eden. The all weather path will be laid at this level so consequently it will occasionally become impassable from fl ood waters. Despite recent severe fl ooding this will be only an occasional event and for the vast majority of time the path will be suitable for public use.

The path will be carefully laid at ground level so will not occupy any of the fl ood plain volume. In some cases, small adjustments in fi nished level will ensure that the path can be fi nished with a central camber whilst still maintaining a neutral effect on the total fl ood plain volume.

The path itself will be constructed between concrete railway sleepers as it crosses the fl ood plain, and will be fi nished with machine laid asphalt so as to create a robust structure which can withstand fl ood water running over its surface.

The actual crossing of the River Eden is via the Waverley Viaduct where no changes to level are planned.

View of Viaduct from south bank

Proposals for a walking and cycling route across the River Eden via the Waverley Railway Viaduct

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Design and Access StatementThe Waverley Viaduct Link will be an all weather path constructed to a good standard and fi nished 3.0m wide. Its gradients will be 1:20 at level changes and suitable for those in wheelchairs or parents with prams and buggies. There will be no street lighting along the route although solar studs could be utilised to delineate the sides of the path in winter months.

Example of path of same sort of quality envisaged for the Waverley Viaduct route (Moorhouse Road)

Provision will be made for a duct through the southern section in case the shading of trees makes such studs ineffective.

Access to the route will be from public roads at Etterby Road, Port Road and Engine Lonning, as well as from the Infi rmary access road. Links to the riverside public footpath, and to Hadrian’s Path will also be made.

The construction will largely take place from a base off Port Road at the southern end of the project. This industrial road will make for a convenient supply point for stone and other materials as required for this project.

g yits surroundings.

View along line of the proposed Avenue to the north side of the original Grand Drive

A: standard new construction

3m wide cycle path with central camberal camee path we

Topsoil to tie in with existing

ground level

Existing ground level

Topsoil to tie in with existing

ground level

Path to be constructed 125m d 125m above existing ground levelnd level

Stone base 3.5m wide to give edge supportStone base 3 5m wide to give edge support

3.5m

TOPSOIL TO TIE IN WITH EXISTING GROUND LEVEL

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Existing ground Existing groundlevel

3m wide cycle path with central camberTopsoil to tie in with existing

ground level

Path construction to comprise250mm thick layer of compacted stone, or recycled materials, laid on geofabric

a machine laid bitmac section

dressing, all laid with a central camber

Note: it is not intended to light this path, but photo-voltaicthi th b t h t lt isolar studs could be glued to

the edges of the path if this wasrequired

Path constructed on1 layer of Root Guard cellular protection on un-excavated ground



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Waverley Viaduct – Cross Section showing parapets at original height Waverley Viaduct – Cross Section B – B

Waverley Viaduct – Cross Section as proposed at northern threshold

Appendix One: detailed drawings of Waverley Viaduct

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Waverley Viaduct – Long section arches 5 & 6

Waverley Viaduct – Plan arches 5 & 6



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Turntable exposed

1925 map of Engine Lonning Engine Lonning in 1923 Roman necklace found near engine sheds in 1860. One of the best ever discovered

Photos supplied by David RamshawAppendix Two: historic images of the area

Waterwheel pit for canal Steam locomotive 60096 “Papyrus” on viaduct.This train once held the world speed record for steam locomotives at 108 mph.

Hadrian’s cycleway passes through Engine Lonning. Route 72

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Appendix Three: Waverley Viaduct Trust

We are a Company limited by Guarantee with charitable status. Company no. 09668596. Charity no. 1168423, Registered offi ce: 13 Beaver Road, Carlisle, Cumbria, CA2 7PS. The Trust was incorporated as a company on the 2 July 2015 and registered as a charity with the Charity Commission on 25 July 2016.

We have nine directors who are also members of the company: Our directors: R A Bain, C Bowditch, J Bowman, S J Crichton, Anne Gadsden, B A Maxwell, D Ramshaw, J S R S Riddle, R M Tringham.

Our Patrons: Eric Martlew, Freeman of the City of Carlisle, Eric Robson, Broadcaster, Chair of Cumbria Tourism, Chair of the Wainwright Society. Edward Hunter Davies OBE, Author, Journalist and Broadcaster.

We are a campaigning organisation dedicated to the restoration of the Waverley Viaduct and its re-opening as a public bridleway. The reasons for this campaign have been publicised at length over the years but they are summarised below:

For 40 years the viaduct was open to the public and used extensively by the communities on both sides of the River Eden: local residents, walkers, fi shermen, dog owners, joggers etc. The viaduct is a substantial and majestic structure but ‘temporary’ barriers are in place rendering it an unused asset to the city of Carlisle. Properly utilised, it can open up recreational walking routes and further serve as a traffi c free transport link between two sides of a city divided by the river.

The viaduct is a Grade 2 listed structure and £303,000 pounds were spent on it in 2014, bringing it back to the standard when closed to railway traffi c.

Highways England, which owns the viaduct, spent this money. They have indicated that they wish to see the viaduct brought back into use as a traffi c free crossing of the river. They will retain ownership and continue to maintain the structure.

They have agreed that if CWVT carry out the necessary work to waterproof the deck and construct a safe route across the viaduct, with suitable surface and fencing, then they will grant us a lease at a peppercorn rent for 25 years.

The outcome of a public petition in 2010 which over 2000 people signed and newspaper polls have demonstrated that the public are overwhelmingly in favour of the re-opening of the viaduct for public access. Well over 90% of those polled voted in favour.

The call for re-opening within the wider community is overwhelming but the continuing presence of the barriers and need to activate communication between city and county councils and all interested parties has adversely delayed positive progress but such progress is now being made.

Our Heritage

The southern end of viaduct is in Engine Lonning, a local nature reserve, which until the 1960’s was the Canal Yard with engine sheds, coaling tower, water tower, turntables and sidings. The Waverley Line from Edinburgh crossed the River Eden at this point on its way to Carlisle Citadel Station. The name Canal Yard relates further back into the history of the area. In 1817 construction began on the Carlisle Ship Canal from Carlisle to Port Carlisle which passed through here. This was drained and replaced by the Carlisle to Port Carlisle Railway in 1853 which was extended to Silloth a couple of years later. The nature reserve contains many artefacts of that time including the water leat and water wheel pit for the waterwheel, which lifted water into the canal from the River Eden, and the foundations of the steam engine house that followed it. A local group, ‘Friends of Engine Lonning’, are currently working on the railway archaeology of the area exposing the turntable and the foundations of the other buildings on site. There is a vast amount of Carlisle’s Railway City Heritage waiting to be interpreted in this area. If we go back even further to Roman times, Hadrian’s Wall was built along the northern edge of Engine Lonning and Hadrian’s Wall Heritage long distance footpath passes through the southernmost arch of the viaduct. In addition Hadrian’s cycleway also passes through the area. When the viaduct was being constructed in 1860 a 2nd century Roman gold necklace was found, one of the fi nest ever discovered, and a hoard of Roman gold coins was found in 1861. The re-opening of the viaduct will link Engine Lonning nature reserve with the Sidings nature reserve on the north side at Etterby which also contains much of the city’s railway heritage.

David Ramshaw

Carlisle Waverley Viaduct Trust – Who are we?



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waverley line eden viaduct project 17 03 15 waverl… · - binding margin - proposals for a walking...

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