Hello Keith.
You may feel that there's no need for any more photos of Dawlish - and, if so, just ignore the three attached which I took yesterday when the weather was bright and clear enough to see what's going on.
There are several other areas of damage to the sea wall between Dawlish station and Langstone Rock, in addition to the major breach. NR are working on all the sites. The use of old shipping containers filled with rubble was a very effective way of sealing the breach quickly, between storms, and obviously prevented even more devastating erosion. There are available engineering solutions to deal with the ongoing problem of storm damage but these would involve substantially replacing the existing wall with a reinforced concrete structure higher and deeper than the old wall and with a wave-return profile. The railway itself could be raised and laid with slab track on a concrete base (except through the five tunnels) and it seems likely that such measures would be effective for the foreseeable future. However, any suggestion of alterations to the appearance of the wall are always met with fierce opposition. An example was the idea that some kind of additional barrier is needed on top of the low wall separating the railway from the pedestrian path along the sea wall to deter trespass. One wonders what approach Brunel himself would favour, given what we now know about increasingly severe weather, rising sea levels and the availability of materials and techniques that were not available to him when he first engineered the line.
It is clear that, whatever the long-term decision about providing a diversion route, the existing line must be protected and maintained in the meantime.
Best wishes, Derek Buttivant
You may feel that there's no need for any more photos of Dawlish - and, if so, just ignore the three attached which I took yesterday when the weather was bright and clear enough to see what's going on.
There are several other areas of damage to the sea wall between Dawlish station and Langstone Rock, in addition to the major breach. NR are working on all the sites. The use of old shipping containers filled with rubble was a very effective way of sealing the breach quickly, between storms, and obviously prevented even more devastating erosion. There are available engineering solutions to deal with the ongoing problem of storm damage but these would involve substantially replacing the existing wall with a reinforced concrete structure higher and deeper than the old wall and with a wave-return profile. The railway itself could be raised and laid with slab track on a concrete base (except through the five tunnels) and it seems likely that such measures would be effective for the foreseeable future. However, any suggestion of alterations to the appearance of the wall are always met with fierce opposition. An example was the idea that some kind of additional barrier is needed on top of the low wall separating the railway from the pedestrian path along the sea wall to deter trespass. One wonders what approach Brunel himself would favour, given what we now know about increasingly severe weather, rising sea levels and the availability of materials and techniques that were not available to him when he first engineered the line.
It is clear that, whatever the long-term decision about providing a diversion route, the existing line must be protected and maintained in the meantime.
Best wishes, Derek Buttivant
The general view from Lea Point overlooking the disaster area. 22nd February 2014. Copyright Derek Buttivant
Dawlish 22nd February 2014. A more detailed view of the worst spot. A heavy mobile crane/excavator can be seen standing on firm ground established beyond the protective barrier of filled containers. A temporary access has been provided to the furthermost houses. The gang of track engineers who have been toiling night and day can be seen. 22nd February 2014 Copyright Derek Buttivant
The station approach tracks are now clear of rubble. Work has been going on to repair the station platforms. 22nd February 2014 Copyright Derek Buttivant.