West Somerset Railway General Discussion

In BR (and probably SR) days, two full length (9 coaches or thereabouts) trains would regularly cross at Kings Nympton (South Molton Road) on the North Devon Line, where the loop was only long enough for 5 coach trains to pass. The down train would arrive first, draw through the station until the back of the train was clear of a trailing siding, then propel back into the siding so that the front of the train was clear of the down starter, with the train part in the siding and part in the platform. The points to the siding (trailing in the normal direction of movement, but facing for the shunt move with passengers) had no facing point lock, so had to be scotched with wooden blocks to hold them.

The up train would then pass through - I've a photo in which the down train is a West Country with a decent length train, and the up train was the Devon Belle, presumably going through non-stop.

Can't imagine that sort of operation occurring these days on a heritage line though

Tom

 

It probably was. All sorts of things which seem to be impossible or long winded nowadays were done in double quick time on the real railway before health and safety intervened. Just think of loco swaps and train splits, which on long distance steam expresses might happen a couple of times per journey. Plenty of staff around to uncouple, recouple, and probably even time for a wheeltapper to do his stuff

 

I suspect the shunt could be done reasonably quickly. However, as far as I am aware, there was no up outer home or down advanced starter to protect the down train during the shunt. So I assume that, because the down train had to draw forward into the single line section before propelling its train back into the siding, the up train couldn't obtain a token to proceed towards Kings Nympton until the shunt of the down train was complete. So the shunted train would inevitably have to wait quite a time for the up train to then traverse the section from the Portsmouth Arms.

Mind you, if non-stop, at least the up train wouldn't need to slow down much. Officially there was a 10mph limit for token exchanges. Unofficially, the train would pass through considerably quicker, with one person stationed to catch the token from the fireman, and a second stationed to pass up the new token; hence non-stop trains could run faster, helping timekeeping. Can't see that one occurring on a heritage railway either!

Tom

 

Not forgetting the slip coaches being cast adrift from the back of an express. I wonder how often these over, or under, shot the platform? No doubt a handy tank engine would available to retrieve it.

 

Not quite the same but, for many years the loop at Levisham was too short to accommodate the longer trains without stopping foul of the level crossing and the up train had to run into the headshunt and await the arrival of the down train. It could then set back clear of the crossover and, once the road was set it go on its merry way.

 

They seem to have had a different attitude to line side fires in 1961...

 

That would be planned burning off to keep growth under control. Does the WSR do this today?

 

Tom,
Not quite so complicated but we do have a procedure for passing long trains at Hampton Loade. A loco plus 8 just fits in main or loop. A 9 coach special would be foul of the loop points so even if the 8 was second in there would not be a token exchange just a surender. The guard of the 9 coach train would report complete but blocking (rule 147) The token would then be passed through the machine and the line cleared for the long train. Only when the rear of the long train had passed the clearing point would line clear be given and the other token passed through the machine

 

West Somerset Railway - Then, then, then, then, then and Now #91

Bishops Lydeard 1907 / 1966 / 1977 / 1981 / 1999/ 2017

And so we shift our scene to the WSR's normal southern terminus for internal services and start with a sextet of views looking down on the station from the upside steps up to the roadbridge at the north end of the station which also serves as footbridge connecting the platforms.

The 1862 station building and goods shed will be regular companions in our views, as will be the 1874 Station Master's House. The left hand 'Up' platform was a newcomer in 1907, dating from the 1905 provision of a passing loop here.

I have not seen a photograph of the station in single platform configuration.

Copyright NA / Joe Moss / Lens of Sutton / T Heavyside / MJS / Robin White

1907


1966


1977


1981


1999


2017

 

Some signalmen at Hampton Loade do prefer to hold a 9/10 coach train out at the Home until the shorter train has arrived clear and complete, although this can lead to queries from the signalmen either side about long section times. Longer than 10 coaches and things get sticky at Bridgnorth - you have to shunt release instead of running round.

 

Whats on the Bagnalls Train? there is a Stove R (Where did that go?) MK1 but whats after it? The vehicles look MK1 oid but not quite a MK1

 

Two Metrocam Pullmans.

That would be the 'Quantock Pullman'.

Robin

 

They look like a pair of Met. Cam. Pullmans to me

Peter James

 

@Robin White. You've moved from Williton to BL with no mention of Stogumber.
I do hope we can look forward to some Stogumber 'Then and Nows' as I know that some wonderful images exist.

Stef.

 

We started at Stogumber....

Robin

 

Sorry, forgot. Note to self, must revisit.

Stef.

 

Do drop by for a cream tea...

...and a free postcard.

Robin

 

When the railways were worked by time served experienced men who knew the job inside out & initiative unshakelled by the dead hand of h& s & political correctness!

 

Noteworthy in the Bishops Lydeard photos are the different means of access to the platform.
1907 not visible.
Next three dates, kissing gate then up the slope at the end of the platform.
1999 fenced off slope up to the platform proper.
2017 As 1999 with the addition of a gate to keep you off the platform slope.