Bradford Junction to Chippenham
via Holt Jct, Melksham, Beanacre, Laycock and Thingley Jct,
via Holt Jct, Melksham, Beanacre, Laycock and Thingley Jct,
Bradford Junctions
Some two miles south of Bradford on Avon lay a triangular junction known as Bradford Junctions. The junction joins the Wilts, Somerset and Weymouth railway to Westbury (O 1848) with the Westbury to Bath line (O 1857). A link line, the Bradford on Avon Loop opened in 1895, this being an early casualty closing in March 1990. The individual junctions being named West, South and North. The North being at the junction of the lines from Bradford on Avon and those towards Melksham and Thingley. Each of these junctions had, at one time, an individual signalbox. The functions of these three boxes being taken over on the 2nd May 1933 by a single box called Bradford Junction located on the Thingley curve. It is recommended that you take a look at Google Earth at 50 deg 20' 20.49" North and 2 deg 12' 41.77 East which will bring you to the centre of the triangle and give an aerial view of no less that three trains. (Or simply 'key in' Trowbridge - the triangle is to the NW). Two passenger trains are on the Bradford Curve and one empty stone train waiting on the Thingley curve. Also visible is the empty trackbed of the Bradford on Avon Loop. The aqueduct which carries the Kennet and Avon Canal over the metals about a quarter of a mile south of the south junction provides a good observation point for some of the activities as can be seen below.
Some two miles south of Bradford on Avon lay a triangular junction known as Bradford Junctions. The junction joins the Wilts, Somerset and Weymouth railway to Westbury (O 1848) with the Westbury to Bath line (O 1857). A link line, the Bradford on Avon Loop opened in 1895, this being an early casualty closing in March 1990. The individual junctions being named West, South and North. The North being at the junction of the lines from Bradford on Avon and those towards Melksham and Thingley. Each of these junctions had, at one time, an individual signalbox. The functions of these three boxes being taken over on the 2nd May 1933 by a single box called Bradford Junction located on the Thingley curve. It is recommended that you take a look at Google Earth at 50 deg 20' 20.49" North and 2 deg 12' 41.77 East which will bring you to the centre of the triangle and give an aerial view of no less that three trains. (Or simply 'key in' Trowbridge - the triangle is to the NW). Two passenger trains are on the Bradford Curve and one empty stone train waiting on the Thingley curve. Also visible is the empty trackbed of the Bradford on Avon Loop. The aqueduct which carries the Kennet and Avon Canal over the metals about a quarter of a mile south of the south junction provides a good observation point for some of the activities as can be seen below.
Bradford West Junction Twenty three and a quarter miles from BTM
Of course Bradford West Junction no longer exists but here we see a Class 33 on train to Bath & Bristol rounding the curve between Bradford South Junction and the former West Junction. Copyright Roger Winnen 810417e
Bradford South Junction Plus two chains on the west mileage
760421d Bradford South Junction on the 21st April 1976 with the line to Melksham and Thingley Junction. The 1930's signalbox alongside the Thingley line is clearly visible. The land to the right in this picture is now occupied with modern 'high rise' housing. Copyright Roger Winnen
This, over the fence view at Bradford South Junction taken on the 17th April 1981 shows a DMU approaching from the Bradford on Avon direction. Copyright Roger Winnen
Another view of Bradford South Junction looking along the then double track Thingley line on the 17th April 1981. This junction singled in 11th March 1990 Copyright Roger Winnen. (Taken with the camera held low out of the back of a train from Bristol to Westbury, it was not the signalbox on fire!!)
Now a telephoto shot from the Canal Aqueduct bridge of Bradford South Junction including a nice view of the signalbox taken on the 17th April 1981. The route straight ahead is not normally used by HST's - this must be a time of main line diversions. Copyright Roger Winnen
In disgusting light, 33209 heads away from Bradford Junction 20th April 1988 with a train for Portsmouth.
Bradford South Junction - from a Bath bound train. The line was singled through to Thingley on the 16th February 1967. This picture 10th August 1990. Copyright Roger Winnen
Looking back from the site of the west junction - the line in the process of removal connected with the north junction and the line onwards to Thingley junction. This picture 10th August 1990 Copyright Roger Winnen
An autumnal picture of the current arrangement at Bradford South Junction, showing the crossover and single track connection, the main line towards Bath bearing away to the left. Copyright Chris Osment
The down service has now joined the line from Bathampton Junction and will continue via Trowbridge and Westbury. Of the two bracket signals facing the phtographer the higher one indicates a higher line speed for the route towards Thingley Junction rather than that around the sharp curve towards Bradford on Avon and Bathampton. Copyright Roger Winnen.
This service is taking the Bathampton route and is easing off for the sharp curve 17th April 1981. Copyright Roger Winnen (Enjoy the semaphores, they're long gone now)
810417f Class 47 heading south from Bradford Junction towards Trowbridge & Westbury.Copyright Roger Winnen
Bradford Junction Signalbox. Approx 108 miles 23 chains from London.
Bradford Junction Signal Box from the window of a HST which was from London then via Chippenham, Westbury and Salisbury to Penzance. 24th April 1983 Copyright Roger Winnen - N.B The box closed 17th March 1990 six days after the singling of Bradford South Junction.
A corner of Bradford Junction Signal Box (Taken with signalmans consent) plus a diverted HST either coming or going. The line towards Bradford on Avon is just out of sight behind the low ground cover. 24th April 1983 Copyright Roger Winnen
Bradford Junction as the driver of 47490 gives up token (working TWTho Swindon 'Weymouth Wizard'. Wednesday 25th Aug 1982 Copyright Guy Vincent
810417c A view of Bradford North Junction with the single line towards Bradford West Junction. This was known as the Bradford on Avon Loop. Taken from a train from Thingley Jct to Trowbridge. 17th April 1981 Copyright Roger Winnen
810417d In this view the HST is on the move again with the leading power car passing the Bradford North Junction signals. The imprint of the sleepers of the double track is clearly visible. Copyright Roger Winnen
810417c HST is held at the bracket signal for Bradford North Junction. Copyright Roger Winnen
A loaded stone train from Merehead to the Wootten Basset stone terminal seen here near Bradford Junction, 22nd April 1988. Copyright Ron Kosys.
Bradford Junction
More from Guy Vincent and late David Bartlett of Bradford on Avon.
More from Guy Vincent and late David Bartlett of Bradford on Avon.
Following on from Clive's reminiscences of the 'Mendips Artificer' railtour here are a couple of views of it approaching and passing through Bradford North Junction at 1320hrs on Saturday January 21st 1984. These were taken by my good friend David Bartlett who often spent time here when his signalman friend the late Mervyn Halbrook was working the 'box. Of interest is the array of railway infrastructure that can be seen in the foreground. The 'loop' line trailing in on the left comes from Bradford West Junction and just beyond the tall semaphore starting signals the three lines merge into one. After the 'Peak' (45121) had passed David, Mervyn would have taken the single line token from the driver and restored it to the Tyer Instrument in Bradford Junction Signal Box. I've also included a couple of shots taken inside the signal box around the same time and two more of a diverted Bristol-Paddington HST using the now-lifted West to North Junctions 'loop line on a Sunday morning in 1986. Note the strange looking chimney in the background at the nearby Nestle Staverton food processing factory. The chimney was replaced in 1989; the loop went in March 1990 when the signal box closed and Westbury Panel assumed control of the area. At the same time the up main line was removed between Bradford South and North Junctions and both West and North Junctions ceased to exist with the South Junction becoming simply 'Bradford Junction'. All photos by David Bartlett.
Guy Vincent
Guy Vincent
Bradford North Jctn / The 'Mendips Artificer' approaches from the Swindon direction with a class 45 at the head. The metals to the left lead to Bradford West Junction and Bradford on Avon. Copyright the late David Bartlett of Bradford on Avon
The 'Mendips Artificer' draws to a stand at the north junction to give up the token. Copyright the late David Bartlett of Bradford on Avon
Bradford North Junction Signal Box Interior Before 1984 Copyright the late David Bartlett of Bradford on Avon.
Bradford North Jctn, Token Instrument Copyright the late David Bartlett of Bradford on Avon.
Bradford Jctn Chord seen from the back of the box. An HST bound for the north junction and eventually Swindon passes. Copyright the late David Bartlett. of Bradford on Avon.
Bradford North Jctn the HST heads away from the north junction towards Melksham, Thingley Junction, Chippenham and Swindon. Copyright the late David Bartlett.
Staverton Halt 103 miles seventy three chains from London
Staverton Halt 27th April 1966 Copyright Keith Jenkin
Staverton Halt 27th April 1966 Copyright Keith Jenkin
A diverted HST passes Staverton Halt on the 17th of April 1981. Obviously the up platform has been removed but the HST would have been rather too long to have used the platform anyway!! This halt closed on the 18th April 1966 Copyright Roger Winnen
Holt Junction 102 miles 58 chains from London
Closed passengers 18th April 1966 Closed to goods 7th October 1963
Was the junction for a line through to Devizes and Patney & Chirton which closed along with Holt on the 18th April 1966.
Closed passengers 18th April 1966 Closed to goods 7th October 1963
Was the junction for a line through to Devizes and Patney & Chirton which closed along with Holt on the 18th April 1966.
Holt Junction on the 27th April 1968. The station closed to passengers on the 18th April 1966 and to goods on the 7th October 1963. Shorn of all track bar the single line one can imagine the extensive layout that existed a couple of years previously. Still present is the signalbox which governed access to the line to Devizes and the sidings. However, now shut off from all public access, the station awaits its fate. Taken from outside the fence. Copyright Keith Jenkin
The trackbed of the Devizes Branch coming in to merge with the main line at Holt Junction. Taken on 24th April 1983 from an HST diverted via Chippenham, Trowbridge, Copyright Roger Winnen
Holt Junction - Then and Now. An article by Guy Vincent.
Three pictures taken at Holt Junction (for Devizes Branch) almost 59 years apart. 1) NBL 'Warship' D602 'Bulldog' eases its 11 coach load off the Devizes branch with the diverted down 'Royal Duchy' 1.30pm Paddington-Penzance at 3.38pm on the sunny Saturday afternoon of September 9th 1961. One of the four members of traincrew visible in the cab is handing the single-line token to the Holt Junction signalman before the driver opens up and accelerates away towards Bradford Junction and Westbury. This diversion was necessary due to a severe land slip on the direct 'Stert Valley' route at Crookwood west of Patney & Chirton which resulted in closure of that line from 22nd August until repairs were completed on 25th September. This saw the single track Patney-Holt Jcn via Devizes line run at almost full capacity with trains waiting to pass at Holt Jcn plus at Devizes and Patney & Chirton. (Photo David Bartlett).
Photos 2 & 3) No longer a Junction! The same location from the rear of two Swindon-Westbury 'Trans Wilts' shuttle services in early May and late June 2020. The horse chestnut trees visible in the background of the 1961 picture are still very much in evidence and can be seen in both the later shots slightly to the right of the remaining single track. The Devizes branch diverged just beyond the white ballast bags below the trees. Milepost 102.111 indicates that Holt Junction station was one-hundred-and-two and three-quarters of a mile from London Paddington station via Swindon. Following closure in 1966 the station was demolished in 1969-70 with the rubble simply being bulldozed across to the right and heaped into a long bank which is now hidden by dense vegetation. Guy Vincent. Many thanks Guy.
Photos 2 & 3) No longer a Junction! The same location from the rear of two Swindon-Westbury 'Trans Wilts' shuttle services in early May and late June 2020. The horse chestnut trees visible in the background of the 1961 picture are still very much in evidence and can be seen in both the later shots slightly to the right of the remaining single track. The Devizes branch diverged just beyond the white ballast bags below the trees. Milepost 102.111 indicates that Holt Junction station was one-hundred-and-two and three-quarters of a mile from London Paddington station via Swindon. Following closure in 1966 the station was demolished in 1969-70 with the rubble simply being bulldozed across to the right and heaped into a long bank which is now hidden by dense vegetation. Guy Vincent. Many thanks Guy.
Picture 1) Holt Junction D602 on down Royal Duchy dropping off token for Devizes branch 9th September 1961. Copyright the late David Bartlett.
2) Holt Junction Site 6th May 2020. Copyright Guy Vincent.
3) Holt Junction looking north 22nd June 2020. Copyright Guy Vincent.
Many thanks to Guy Vincent for the above article and photographs.
4472 'Flying Scotsman' passes through Holt Junction. Thought to be the railtour detailed below passing from Thingley Junction to Bradford Junction on the 16th August 1964. Copyright Martin Scane
16th August 1964 Warwickshire Railway Society Swindon & Eastleigh Tour
Loco Used 4472 'Flying Scotsman'
LocoRoute
4472 Sheffield - ??? - Saltley - Bordesley Jn - Camp Hill - Kings Norton - Bromsgrove - Cheltenham Spa - Standish Jn - Stroud - Kemble - Swindon
4472Swindon - Thingley Jn - Melksham - Bradford Jn - Westbury - Warminster - Salisbury - Romsey - Southampton - Eastleigh
4472Eastleigh Yard - Winchester - Worting Jn - Basingstoke - Southcote Jn - Reading West Jn - Didcot - Oxford - Wolvercot Jn - Aynho Jn - Banbury - Leamington Spa - Hatton - Tyseley - Small Heath - Bordesley Jn - (?reverse of outward route?) - Sheffield
Loco Used 4472 'Flying Scotsman'
LocoRoute
4472 Sheffield - ??? - Saltley - Bordesley Jn - Camp Hill - Kings Norton - Bromsgrove - Cheltenham Spa - Standish Jn - Stroud - Kemble - Swindon
4472Swindon - Thingley Jn - Melksham - Bradford Jn - Westbury - Warminster - Salisbury - Romsey - Southampton - Eastleigh
4472Eastleigh Yard - Winchester - Worting Jn - Basingstoke - Southcote Jn - Reading West Jn - Didcot - Oxford - Wolvercot Jn - Aynho Jn - Banbury - Leamington Spa - Hatton - Tyseley - Small Heath - Bordesley Jn - (?reverse of outward route?) - Sheffield
Brougton Gifford 101miles 56 chains from London
Opened October 1905 Closed 7th February 1955
Opened October 1905 Closed 7th February 1955
The site of Broughton Gifford Halt seen on the 10th March 2012 Copyright Guy Vincent The fence posts on the left mark the former pathway access to the halt.
The Oke Rail charter to Oxford and Stratford on Avon at Monkton Broughton Gifford 43188 & 43093 1Z44 OKE-SoA 21st April 2018 Copyright Guy Vincent
47313 departs Melksham on the morning of 11th August 1988 with 3 empty UKF pallet vans for Westbury, where they will be added to the afternoon Speedlink service to Gloucester.
Their eventual destination was Ince, Cheshire, where UKF (as it was then) had a massive plant producing fertiliser. Copyright Ron Kosys
Melksham - on route to Thingley Junction.
One hundred miles and fourteen chains from London
One hundred miles and fourteen chains from London
Courtesy Wilkipedia :- Melksham railway station serves the town of Melksham and It is on the a branch line from Thingley Jct to Trowbridge hat was originally part of the Wilts, Somerset and Weymouth railway absorbed in 1850 by the GWR
The station opened with the original section of the line between Thingley Junction and Westbury on 5th September 1848. British Rail closed the station in 1966 but reopened it in 1985. The station had a siding which gave access to the former Wiltshire United Dairies and creamery allowing access for milk trains. After its closure the dairy was converted into an industrial estate.
The station opened with the original section of the line between Thingley Junction and Westbury on 5th September 1848. British Rail closed the station in 1966 but reopened it in 1985. The station had a siding which gave access to the former Wiltshire United Dairies and creamery allowing access for milk trains. After its closure the dairy was converted into an industrial estate.
Melksham on a cold January day in 1968 Closed April 18th 1966. Copyright Keith Jenkin. Additional note from Guy Vincent - many thanks - the former up track was retained as the running line with the former down line cut off beyond the A365 road bridge and slewed into the siding that used to serve the Wiltshire Farmers Ltd Grain silos.
With reference to the above picture here is one taken on the 9th April 2017. Copyright Guy Vincent
Another view on the same bitter day. The signalbox which had opened in March 1903 closed 26th February 1967. The opposite platform seems to have been 'attacked', whether it was by somebody after a few free slabs or official we'll never, of course, know. Copyright Keith Jenkin. Also, haphazard and piecemeal demolition of the up platform face has already started but the running-in board frame and lighting apparatus are both still in place. Additional notes supplied by Guy Vincent on the 9th April 2017.
Reference the above, for comparison a picture taken from the same location 9th April 2017. Copyright Guy Vincent.
Melksham seen on 17th April 1981. The station had closed to passengers on the 18th April 1966 and to goods on 2nd November 1964. This view on 17th April 1981 Copyright Roger Winnen
This view as 47114 approaches Melksham on Tuesday 19th July 1983 17. 14 with the Wey-Swindon 'Weymouth Wizard' . Headboard by Swindon Works Signwriter-Illustrator Ernie Hewlett. Picture Copyright Guy Vincent.
Glorious sunshine again today and Portsmouth-Cardiff trains diverted to terminate / start back from Swindon due to engineering works around Bath Spa. 150002, now 33 years old and in ex works condition, found itself working a diagram over the Trowbridge-Chippenham single line via Melksham. This was captured passing through the station non-stop on the 1F20 1308 Portsmouth Harbour-Swindon (rear of train nearest camera). 9th April 2017 Copyright Guy Vincent
Passing Melksham Station on 6th May 1988 Copyright Roger Winnen (By this time the station had reopened)
66749 passes through through the sadly depleted remains of the 1847-built GWR station heading eastwards towards Thingley Jctn and the GW Bristol-Paddington main line. Melksham with the 6M40 on the 14th November 2016 Copyright Guy Vincent
Melksham 59003 passing through with the 6M40 on the 12th June 2018 Copyright Guy Vincent
Melksham - 2017 - an article by Guy Vincent
Three pictures showing the former GWR station at Melksham taken approximately 112 years apart. Picture 1 shows a busy scene with an 'up' passenger train standing at the Chippenham-bound platform in about 1905. This platform (and the footbridge) was demolished along with all buildings in 1969-70 following closure of the station to passengers from April 18th 1966. The train has a clerestory coach in it's formation and beyond the railway the tall chimney of Spencer's Engineering Works in Beanacre Road dominates the skyline. The firm moved here in 1903 from a much smaller site in the town and for several decades was a major local employer. Their output included heavy engineering works such as girder bridges which were sent all over the world in kit form for on-site assembly. The company was taken over by the Elliot-Automation Group of Companies in 1962, later this became GEC who closed the Melksham factory in April 1988. Much of the site was cleared and redeveloped as housing from 2003 as can be seen in picture 2.
Happily the passenger trains returned to Melksham from 13th May 1985 and although only a short section of the down platform is currently in use there are plans to extend it at the Chippenham end to accommodate the class 165-6 Turbo trains when they are cascaded to the Bristol area. The passenger service has had a very chequered history over the years but seems to be on the up at last and the line's prospects are probably better and stronger now than at any time since the early 1950s.
Picture 2 was taken on Saturday April 8th 2017 and shows brand new Colas loco 70813 on it's first revenue-earning working heading 6C26 1123 Hinksey (Oxford) - Bristol East Jctn engineers train consisting of seven open flat 'Salmons' loaded with new concrete sleepers plus one other empty wagon. 70811 is out of sight at the rear of the train (See P3). Both these locos were unloaded at Seaforth Docks, Liverpool on Thursday March 30th and, following checks and commissioning made their way south, first to Shrewsbury (Coleham) on Wednesday 5th then onto Bescot behind 56096 on the afternoon of 7th. Today (8th) the two locos ran light as 0Z67 0801 Bescot-Hinksey to begin their careers on the national network. The sleepers are for a renewal job taking place between Twerton Tunnel and Newton St Loe between Bath and Bristol. Due to other works involving closure of Bath Spa station the train was routed via Swindon, Melksham, Westbury and Castle Cary to Taunton where it reversed, 70811 then heading via Bridgwater, Nailsea and Bristol Temple Meads to the work site.
Guy Vincent Many thanks for this most interesting article and pictures.
Happily the passenger trains returned to Melksham from 13th May 1985 and although only a short section of the down platform is currently in use there are plans to extend it at the Chippenham end to accommodate the class 165-6 Turbo trains when they are cascaded to the Bristol area. The passenger service has had a very chequered history over the years but seems to be on the up at last and the line's prospects are probably better and stronger now than at any time since the early 1950s.
Picture 2 was taken on Saturday April 8th 2017 and shows brand new Colas loco 70813 on it's first revenue-earning working heading 6C26 1123 Hinksey (Oxford) - Bristol East Jctn engineers train consisting of seven open flat 'Salmons' loaded with new concrete sleepers plus one other empty wagon. 70811 is out of sight at the rear of the train (See P3). Both these locos were unloaded at Seaforth Docks, Liverpool on Thursday March 30th and, following checks and commissioning made their way south, first to Shrewsbury (Coleham) on Wednesday 5th then onto Bescot behind 56096 on the afternoon of 7th. Today (8th) the two locos ran light as 0Z67 0801 Bescot-Hinksey to begin their careers on the national network. The sleepers are for a renewal job taking place between Twerton Tunnel and Newton St Loe between Bath and Bristol. Due to other works involving closure of Bath Spa station the train was routed via Swindon, Melksham, Westbury and Castle Cary to Taunton where it reversed, 70811 then heading via Bridgwater, Nailsea and Bristol Temple Meads to the work site.
Guy Vincent Many thanks for this most interesting article and pictures.
A superb postcard from the Guy Vincent Collection
70813, 6C26 1123 Hinksey-Bristol East Jctn via Taunton. Melksham. 8th April 2017 G Vincent
70811 tailing 6C26 1123 Hinksey-Bristol East Jctn via Taunton. 8th April 2017 Copyright Guy Vincent
2018 - Trans Wilts Turbos arrive at Melksham Guy Vincent
TURBOS INTO SERVICE ON THE TRANS WILTS ROUTE
Monday 5th February saw the launch of former 'Thames Turbos' (class 166) 3 car units on the Westbury-Swindon via Melksham 'Trans Wilts' service. In the space of just 6 weeks, daytime trains on this route have gone from predominantly single class 153 units through 2 car 150 & 158 sets to the three car 166s. This morning I took a trip out to Melksham to see the 'new' trains in action and to observe the special arrangements needed there due to the short platform, something that was never an issue for these trains in the Thames Valley.
Due to the short section of usable platform (37.9 metres) at Melksham station special working arrangements have had to be made and approved in order for the newer trains to call. Despite planning approval being granted 14 months ago to extend the platform at the north (Chippenham) end by 33 metres, giving a total length of 70.9 metres, this work has yet to be started. Class 166 sets were built with DOO (Driver Only Operation) capability and, at each station, it is the driver that releases the doors with no selective operation possible of fewer than all sets on each side of the train. To overcome this, special marker boards have been erected beyond the existing usable platform length instructing the driver to stop but not to release the train doors. The Guard then opens his rear cab door, walks along the platform and manually opens the first set of passenger doors using the external 'butterfly' emergency egress valve. Once passengers have boarded/alighted the guard closes the door, rejoins the train and gives the ready to start signal to the driver. Sets are currently being modified as they arrive in the Bristol area. Intermediate door control panels worked by the guard are being installed and once all units have been completed only the first set of doors in the leading coach will be used, controlled by the guard.
Guy V Many thanks indeed to Guy for this very informative item
Monday 5th February saw the launch of former 'Thames Turbos' (class 166) 3 car units on the Westbury-Swindon via Melksham 'Trans Wilts' service. In the space of just 6 weeks, daytime trains on this route have gone from predominantly single class 153 units through 2 car 150 & 158 sets to the three car 166s. This morning I took a trip out to Melksham to see the 'new' trains in action and to observe the special arrangements needed there due to the short platform, something that was never an issue for these trains in the Thames Valley.
Due to the short section of usable platform (37.9 metres) at Melksham station special working arrangements have had to be made and approved in order for the newer trains to call. Despite planning approval being granted 14 months ago to extend the platform at the north (Chippenham) end by 33 metres, giving a total length of 70.9 metres, this work has yet to be started. Class 166 sets were built with DOO (Driver Only Operation) capability and, at each station, it is the driver that releases the doors with no selective operation possible of fewer than all sets on each side of the train. To overcome this, special marker boards have been erected beyond the existing usable platform length instructing the driver to stop but not to release the train doors. The Guard then opens his rear cab door, walks along the platform and manually opens the first set of passenger doors using the external 'butterfly' emergency egress valve. Once passengers have boarded/alighted the guard closes the door, rejoins the train and gives the ready to start signal to the driver. Sets are currently being modified as they arrive in the Bristol area. Intermediate door control panels worked by the guard are being installed and once all units have been completed only the first set of doors in the leading coach will be used, controlled by the guard.
Guy V Many thanks indeed to Guy for this very informative item
Melksham (1) Turbo Stop Marker (North,Up) from Platform, Chipp'm end. 7th February 2018 Copyright Guy Vincent
Melksham (2) Turbo Stop Marker Up 7th February 2018 Copyright Guy Vincent
Melksham (3) Up Turbo arriving for Swindon alongside disused platform section 7th February 2018 Copyright Guy Vincent
Melksham (4) Rear door opened by Guard for passengers to join & alight 7th February 2018 Copyright Guy Vincent
Melksham (5) Turbo departing for Swindon & passing site of approved platform extension. 7th February 2018 Copyright Guy Vincent
Melksham (6) 'Down' train correctly platformed for boarding-alighting at rear. 7th February 2018 Copyright Guy Vincent
Melksham Turbo Poster Feb 2018 Copyright Guy Vincent
Melksham 43272 & 43251 1Z22 Colas Test Train 3rd November 2021 2021. Copyright Guy Vincent
The 'Weymouth Wizard' an article by Guy Vincent
Clive Smith's mention of the Weymouth Wizard was of great interest as this working was one I tried to keep an eye on back in the early 80s. I have to confess that the Wikipedia article he mentioned was put on by me a while back, and is based on facts gathered at the time. Motive power generally consisted of a class 47 either no-heat or ETH fitted, although class 31's appeared occasionally and on the odd day even a 37 could drop onto it. Besides the Swindon-Weymouth high summer working there was, from the early 1970s a Parson Street/Bristol Temple Meads-Weymouth out-and-back day tripper plus, in the early 80s a Swindon-Paignton working. Mark 1 coaches from Bristol Malago Vale depot were normally used although it is possible that at times these were supplemented by stock from the Oxford or London divisions.
In the early 1980s BR was severely cash-strapped and economy and withdrawal of anything that was either not paying its way, or was in need of expenditure, was very much the order of the day. Witness the 'dequadrification' of Filton Bank in 1984 due to the condition of Stapleton Road viaduct! In 1982 BR stated they had no plans to close the Melksham line but, towards the end of that year new signals for the forthcoming Westbury MAS scheme were installed at Bradford Junction giving no provision to access the line. It later transpired that the line would remain open from Thingley Jctn to Melksham (4 miles) where some sidings remained for oil and fertiliser traffic with the remaining 4 miles to Bradford Jctn being taken out of use. A public outcry resulted and eventually BR relented and decided to retain the line as a through route although it was maintained for several years on a shoestring budget with permanent speed restrictions of 30/40 mph from Melksham to Bradford Jctn. Resignalling did not take place until March 1990, some 4 years after the rest of Westbury panel's area of control was complete and the 4 miles of old worn-out jointed track was not replaced until around 2001.
My records show the 'Wizard' calling at Swindon and Chippenham only in 1981, 1982 1983 and 1984 although an unadvertised crewing stop was often made at Westbury. Operational stops were sometimes necessary at Castle Cary, Yeovil Pen Mill and Maiden Newton for token purposes or to await the arrival of another train from the next section of single track. In 1985 the reopened Melksham station was served, 0936 out and 1937 return. The service was discontinued from 1986 due to the reintroduction of passenger services between Westbury and Swindon with certain trains (DMU's) extended to/from Weymouth.
Two pictures of the Weymouth Wizard are contained within this section - one at Melksham the other at Bradford Junction.
Regards
Guy V Many thanks Guy
In the early 1980s BR was severely cash-strapped and economy and withdrawal of anything that was either not paying its way, or was in need of expenditure, was very much the order of the day. Witness the 'dequadrification' of Filton Bank in 1984 due to the condition of Stapleton Road viaduct! In 1982 BR stated they had no plans to close the Melksham line but, towards the end of that year new signals for the forthcoming Westbury MAS scheme were installed at Bradford Junction giving no provision to access the line. It later transpired that the line would remain open from Thingley Jctn to Melksham (4 miles) where some sidings remained for oil and fertiliser traffic with the remaining 4 miles to Bradford Jctn being taken out of use. A public outcry resulted and eventually BR relented and decided to retain the line as a through route although it was maintained for several years on a shoestring budget with permanent speed restrictions of 30/40 mph from Melksham to Bradford Jctn. Resignalling did not take place until March 1990, some 4 years after the rest of Westbury panel's area of control was complete and the 4 miles of old worn-out jointed track was not replaced until around 2001.
My records show the 'Wizard' calling at Swindon and Chippenham only in 1981, 1982 1983 and 1984 although an unadvertised crewing stop was often made at Westbury. Operational stops were sometimes necessary at Castle Cary, Yeovil Pen Mill and Maiden Newton for token purposes or to await the arrival of another train from the next section of single track. In 1985 the reopened Melksham station was served, 0936 out and 1937 return. The service was discontinued from 1986 due to the reintroduction of passenger services between Westbury and Swindon with certain trains (DMU's) extended to/from Weymouth.
Two pictures of the Weymouth Wizard are contained within this section - one at Melksham the other at Bradford Junction.
Regards
Guy V Many thanks Guy
Handbill from the Guy Vincent Collection
Back of the above handbill - from the Guy Vincent Collection.
Melksham Platform Extension & New Traction
The new platform extension at Melksham station was quickly constructed and brought into use from Monday 2nd July 2018. This took less than 3 weeks to accomplish and means that, at last, trains of up to three cars in length can be fully accommodated. A visit to check on progress on 4th found newly arrived 2-car set 165132 departing on 2M12 1410 Frome-Swindon, these units now being diagrammed alongside their three-car class 166 counterparts. The usable section of the old platform surface has been raised in height with new coping slabs to enable easy boarding & alighting and the track itself has been adjusted and lifted to help alleviate flooding which occurs from time to time.
Also included is another 'heritage' image circa 1903 that I copied from a vintage postcard. Note the former broad gauge track, now cut and slewed across to the standard 'narrow' 4' 8.5'' gauge, still in place on the up line. Gauge changing was carried out here in June 1874 so the line lasted really well!
Guy Vincent Many thanks Guy
Also included is another 'heritage' image circa 1903 that I copied from a vintage postcard. Note the former broad gauge track, now cut and slewed across to the standard 'narrow' 4' 8.5'' gauge, still in place on the up line. Gauge changing was carried out here in June 1874 so the line lasted really well!
Guy Vincent Many thanks Guy
Melksham Station 4th July 2018 Copyright Guy Vincent
Melksham New Platform 4th July 2018 Copyright Guy Vincent
Melksham New Platform 165132 calls on the 2M12 service. 4th July 2018 Copyright Guy Vincent
Melksham GWR Station c 1903 From the Guy Vincent Collection
Melksham 165131 14.07 Westbury to Swindon 18th December .2021. Copyright Guy Vincent
Melksham 165131 on the return working, the 15.05 Swindon to Westbury 18th December 2021. Copyright Guy Vincent
56's at Melksham - Guy Vincent
The RMT strike due to take place today (5th November 2022) was unexpectedly cancelled on Friday afternoon, meaning that it was not possible to reinstate the normal Saturday timetable and so leaving many routes with no services. One very welcome addition that did get slotted in was a 3S32 STP 1002 Swindon Transfer - Swindon Transfer via Bristol Parkway, Temple Meads (rev) - Parkway - Swindon (rev) -Oldfield Park (rev) -Westbury (rev) - Swindon Rail Head Treatment Train. Rather than the pair of Colas class 66s that have been working the Swindon RHTT of late, motive power turned out to be class 56s 56105 and 56096, very rare traction for the Melksham branch. I braved the elements, went out in the less than favourable weather and recorded the working as it passed through Melksham station.
Note: I saw it reported that overnight (4th-5th Nov) a second pair of 56s, 56049 and 56090, worked a 3S59 2100 (Fri) Swindon - Bristol - Westbury - Bristol - Exeter St Davids - Bristol - Swindon RHTT. Hopefully someone recorded this rare and almost certainly unique event at Exeter?
Regards for now, Guy Vincent.
Note: I saw it reported that overnight (4th-5th Nov) a second pair of 56s, 56049 and 56090, worked a 3S59 2100 (Fri) Swindon - Bristol - Westbury - Bristol - Exeter St Davids - Bristol - Swindon RHTT. Hopefully someone recorded this rare and almost certainly unique event at Exeter?
Regards for now, Guy Vincent.
Melksham 56105 & 56096 TnT 3S321002 Swindon Transfer-Bristol-Westbury-Swindon RHTT 5th November 2022. Copyright Guy Vincent
Melksham 56096 rear of 3S32 1002 Swindon-Bristol-Westbury-Swindon 5th November 2022. Copyright Guy Vincent
Beanacre 98 miles 75 chains from London
Two photographs taken in January 1968 supposedly at Beanacre in January 1968 There certainly was a siding off to the right in this picture. In this case the Hymeck is coming from Melksham and heading towards Thingley. Copyright Keith Jenkin
From closure in April 1966 until the latter part of 1968 one passenger train service ran over the line Monday-Saturday. This was the 1455 Westbury-Swindon (2B70 or 2B73) calling at Trowbridge and Chippenham and usually worked by a 'Hymek' pulling a couple of passenger coaches / parcels vans. This working kindly identified by Guy Vincent.
A 'going away shot' from seemingly the same location. Copyright Keith Jenkin
The Beanacre Area by Guy Vincent
Whenever Guy puts pen to paper one can always be sure of a supply of extremely interesting, detailed and accurate information. Guy is a very valued contributor. Many thanks Guy :-
The Beanacre sidings complex was constructed from late 1938 onwards and existed to serve both Ridge and Eastlays underground ammunition depots. These were located in deep former stone quarries approximately 2 miles to the north of the railway near the village of Gastard. Some buildings were constructed at the Beanacre site in late 1941 as part of an RAF component store but this was never completed (Melksham was also an RAF base from July 1940 until closure in 1965 although the camp was located on the southern side of the town at Bowerhill close to the former Devizes branch which formed the site's southern boundary). Eastlays is now used as a wine storage facility while Ridge has been abandoned.
Returning to Beanacre several sidings and an access road were laid with a footbridge provided across the lines. Four pillboxes were located around the perimiter of the site and three still exist with rubble from the fourth easily seen to the east of the single line just to the south of Westlands Lane road overbridge. This is the pillbox visible to the left of the approaching Hymek in Keith's 1968 picture. Beanacre sidings were abandoned in 1948 and lifted but the access road is still in place and leads to the National Grid sub station site. Beanacre Halt was located just to the east of Westlands Lane bridge. This was constructed from old wooden sleepers and accessed via cinder tracks from the road. Opened in October 1905 with the introduction of steam rail-motor services the halt was never very well used and closed in February 1955.
Just under two miles east of Beanacre was Lacock Air Ministry sidings and yard. Opened in 1943, this was larger than Beanacre and closed in 1964. A loop line ran from here to Thingley where a south-west chord was put in to enable through running to/from the Corsham direction. See RCTS 'Mystery Photographs' on the RCTS website (accessible by all, member or not) for many interesting pictures of this area taken in 1966 just before mass closures took place and rationalisation set in.
Close to Beanacre is a large National Grid 400 kv sub station. This was first established in the early 1950s and pylon lines radiate away from it in many directions and for many miles. Following the closure of the GEC factory at Melksham in 1988 excess capacity existed here and Beanacre was chosen to supply power to the western section of the Great Western Main Line from Thingley Junction where a 25kv switching station has been provided at the east end of the former up sidings. In 2014-15 the Beanacre site was upgraded with new equipment, a large trench was dug across open farmland to Thingley Junction, a distance of approximately 4 miles, and into this several high voltage cables were laid following which the trench was refilled. The Beanacre-Thingley project appears to be complete now with much work still to be done erecting the OHL equipment and wiring before the electric trains can start to run!
Guy Vincent April 2017
The Beanacre sidings complex was constructed from late 1938 onwards and existed to serve both Ridge and Eastlays underground ammunition depots. These were located in deep former stone quarries approximately 2 miles to the north of the railway near the village of Gastard. Some buildings were constructed at the Beanacre site in late 1941 as part of an RAF component store but this was never completed (Melksham was also an RAF base from July 1940 until closure in 1965 although the camp was located on the southern side of the town at Bowerhill close to the former Devizes branch which formed the site's southern boundary). Eastlays is now used as a wine storage facility while Ridge has been abandoned.
Returning to Beanacre several sidings and an access road were laid with a footbridge provided across the lines. Four pillboxes were located around the perimiter of the site and three still exist with rubble from the fourth easily seen to the east of the single line just to the south of Westlands Lane road overbridge. This is the pillbox visible to the left of the approaching Hymek in Keith's 1968 picture. Beanacre sidings were abandoned in 1948 and lifted but the access road is still in place and leads to the National Grid sub station site. Beanacre Halt was located just to the east of Westlands Lane bridge. This was constructed from old wooden sleepers and accessed via cinder tracks from the road. Opened in October 1905 with the introduction of steam rail-motor services the halt was never very well used and closed in February 1955.
Just under two miles east of Beanacre was Lacock Air Ministry sidings and yard. Opened in 1943, this was larger than Beanacre and closed in 1964. A loop line ran from here to Thingley where a south-west chord was put in to enable through running to/from the Corsham direction. See RCTS 'Mystery Photographs' on the RCTS website (accessible by all, member or not) for many interesting pictures of this area taken in 1966 just before mass closures took place and rationalisation set in.
Close to Beanacre is a large National Grid 400 kv sub station. This was first established in the early 1950s and pylon lines radiate away from it in many directions and for many miles. Following the closure of the GEC factory at Melksham in 1988 excess capacity existed here and Beanacre was chosen to supply power to the western section of the Great Western Main Line from Thingley Junction where a 25kv switching station has been provided at the east end of the former up sidings. In 2014-15 the Beanacre site was upgraded with new equipment, a large trench was dug across open farmland to Thingley Junction, a distance of approximately 4 miles, and into this several high voltage cables were laid following which the trench was refilled. The Beanacre-Thingley project appears to be complete now with much work still to be done erecting the OHL equipment and wiring before the electric trains can start to run!
Guy Vincent April 2017
Beanacre 1 43162 & 43190 1C07 09.00 Padd'n-Weston-super-Mare 22nd March 2015 (CEGB Trench to left, GWML Project). Copyright Guy Vincent
Beanacre 2 CEGB Main Sub Station for GWML Electrification taken from Melksham Single Line 21st December 2015 Copyright Guy Vincent
N.B. We move forward beyond Laycock to Thingley Junction.
Beanacre 3 Thingley GWML Electrification Supply Point (from train) July 2016 Copyright Guy Vincent
Beanacre 4 The 25000kv supply cables in cross-country trench Beanacre-Thingley 22nd March 2015 Copyright Guy Vincent
Lacock 97 miles 12 chains from London
Lacock O Oct 1905 C 18th April 1966 Picture taken just before closure. (Somebody has already had a go at the letters on the sign!!) Copyright Keith Jenkin
Thingley Junction - Junction with the main London - Bristol, via Bath line.
Approaching Thingley Junction, not a very photogenic spot, The main line from Chippenham to Bath (right to left) lies ahead. This is the view from at HST via Melksham. 24th April 1983 Copyright Roger Winnen
Thingley Junction viewed from a train on the up Bristol - Reading line. The now single track line through to Bradford Junction swings away to the left. For trains coming from Bradford Junction and continuing towards Reading there is a short stretch of running on the down main before crossing over onto the up main. 28th June 2009. Copyright Roger Winnen
A shot from the up main taken seconds earlier again showing the line off to Bradford Junction. Thingley Junction was formerly a complicated affair, a double track triangle. Thingley Junction, West curve ran across this view connecting the Bradford Jct line with the main line towards Bristol, its course marked by the line of trees. The West curve was taken out of use 26th July 1959 (Ref Tony Cooke Section 21 Track Layout diagrams)
Chippenham (Change for Calne)
6999 Capel Dewi Hall runs into Chippenham on a local via Melksham, Trowbridge to Westbury Dated 1964 Copyright Martin Scane
Not a very pleasant day by the looks of it. But wait, of interest, the gentleman on the left hand side is carrying the token for the Thingley Junction to Bradford Junction section from one train to another. 24th April 1983 Copyright Roger Winnen N.B. Chippenham was the junction for Calne - perhaps an excuse for pictures of that long lost line,
By November 1965 steam haulage was getting pretty rare anywhere on the Western Region of British Rail and a special train headed by 7029 Clun Castle was heralded as 'The last steam train Paddington to Bristol'. Seen here on the 27th November 1965 rushing through Chippenham. The former down platform has since been taken completely out of use with the bay platform from which this photograph was taken made into a through line as the current down main.
'The last steam train ever' event was over in matter of seconds as Clun Castle hammers on towards Bristol on the down line. 27th November 1965
This picture recovered from a grotty original shows the layout to the west of Chippenham on the 27th November 1965. The starter signal is still lowered after the passage of the 'Last Steam'. The West Signalbox only lasted until it was swept away in the name of progress on the 21st August 1966, Ref. Tony Cooke Track diagrams,
Chippenham sports a new footbridge. A view from an up train on 6th October 2016. The down main used to serve the far platform, however this is now trackless the track being lifted many years ago - all services use the island platform.. 6th October 2016 Copyright Roger Winnen
Chippenham station - the earlier footbridge. 6th October 2016 Copyright Roger Winnen
As can be seen for this view of the London End of Chippenham station much of the original architecture remains in place, The porters once used to shout "Chippenham, change for Calne". However those days are long gone, the Calne branch which closed in 1965 used to terminate in a bay where the down main line now runs - the bay later being extended to form a through platform. 6th October 2016 Copyright Roger Winnen
Chippenham 158767 2M27 1510 SWI-WSB Dvr Dan Reid 10th September 2022. Copyright Guy Vincent
Chippenham 47813 5Z31 1409 Southall-Bristol Kingsland Road ECS 10th September 2022. Copyright Guy Vincent