Exeter St Davids to Exmouth Junction Incl.
Credits, Many thanks to all contributors - please see a list on the home page.
USEFUL MAPS
Members and general visitors to the CRS site will be interested in visiting http://www.railmaponline.com From the opening page a full map of the UK can be accessed which can then be enlarged to show every railway line in the UK. Not just today's network but lines from the past have been overlaid. As you zoom in sidings and even tramways become visible.
A valuable tip from Guy Vincent.
Members and general visitors to the CRS site will be interested in visiting http://www.railmaponline.com From the opening page a full map of the UK can be accessed which can then be enlarged to show every railway line in the UK. Not just today's network but lines from the past have been overlaid. As you zoom in sidings and even tramways become visible.
A valuable tip from Guy Vincent.
Exeter St Davids to Exeter Central Involves a steep climb up through the 240 yard St Davids tunnel.

S_BR_31842_30955_Exeter_AJ0714
The magnificent steeple of Exeter's Anglican church of St Michael and All Angels in its entirety dominates the background to this shot taken from close to Central station as maunsell 'Z' class 0-8-0T no. 30955 pilots 'N' class 31842 in charge of a passenger train descending to St. David's station at river level. The image is brimming over with interest beyond that of a Southern double-header with those wagon turntables in the right foreground and the carriage sidings beyond the main line both centre and left of picture. The signal gantry in the foreground is a nice touch even if it partly obscure the 'Z' and I wonder if there was once another signal arm directly above the post. Chris Osment informs me that this semaphore controlled the exit from the Up Sidings onto the Up Local (platform line).
[Mike Morant collection]
[Mike Morant collection]

Now here's an interesting view of rather an untidy site, or is it sight. Warship D806 Cambian climbs to Exeter Central with the 12.30 service to Waterloo on the 20th August 1971. Copyright Ron Kosys. Ron adds - It is later seen arriving at Exeter Central with the 1230 St Davids to Waterloo. Taking ‘wrong side’ for the sun and chopping the spire off ‘St Michael and All Angel’s’ Church [I’m pretty certain that’s the one] didn’t enter my head at the time!
Banking of Freight trains between St Davids and Exeter Central.
Ken Mumford was looking fo information regarding the use of diesel locomotives after steam had disappeared to bank trains between Exeter St Davids and Central. Well during the late 1970's and during the 1980's it was almost a daily occurrance. The most regular uses were cement trains to Exeter Central, infrastructure trains along the 'old Southern Railway' and coal trains to Exmouth Junction if the load required it. It was always an exciting event for a young enthusiast - the trains would arrive into the down centre road (since lifted) and wait at the West end of St Davids, whilst the banking loco (which had recessed in the short siding adjacent to Red Cow crossing) joined the back of the train. Usually (but not always) coupled up, and once given the clear road there was a series of 'toots' between the drivers to say everything is ready and off the consignment went! As many know, the 1 in 37 gradient starts almost at the platform end and so it was full power as soon as the locomotives could take it. The skill of the enginemen was always in awe to us.
It was a mixture of traction - larger hydraulics in the early days (Western's, Warship's) and of course the Western's excelled at this with their high tractive effort. In latter days it was Class 50's, class 47's and Peaks etc. I do recall on one occasion that the banking engines were a pair of class 37's for some reason. I always imagined that there was a bit of competition going on between the train loco and the banker - you could tell by the slack or tense couplings which was doing the most work. A perfect balance would of course be half way along the train. In the case of the 37's (as we all know they are spirited engines) and encouraged by the enthusiastic crowd, I suspect they were not only pushing the train but also the leading loco!
Anyway - camera's and film were expensive and by the time I had both, it was a less common event. I did however capture 47535 and 47226 arriving at Exeter Central on 27 May 1986, no doubt taking a breather after their hard efforts!
kind regards, Keith Gale
It was a mixture of traction - larger hydraulics in the early days (Western's, Warship's) and of course the Western's excelled at this with their high tractive effort. In latter days it was Class 50's, class 47's and Peaks etc. I do recall on one occasion that the banking engines were a pair of class 37's for some reason. I always imagined that there was a bit of competition going on between the train loco and the banker - you could tell by the slack or tense couplings which was doing the most work. A perfect balance would of course be half way along the train. In the case of the 37's (as we all know they are spirited engines) and encouraged by the enthusiastic crowd, I suspect they were not only pushing the train but also the leading loco!
Anyway - camera's and film were expensive and by the time I had both, it was a less common event. I did however capture 47535 and 47226 arriving at Exeter Central on 27 May 1986, no doubt taking a breather after their hard efforts!
kind regards, Keith Gale
Many thanks to Keith Gale.
Exeter Central
- was Queens Street until 1st July 1933.
- was Queens Street until 1st July 1933.
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Reference the pictures above :- There is a connection between my contributions on the Exeter Basin Branch section and this request for information.
The onetime family involvement with the business of Garton & King Ltd not only involved the foundry site at Tan Lane adjacent to the Basin Branch between 1938/9 and 1981 but also the Central Station Building in Queen Street, Exeter. In 1938 the company took a lease on the premises on the extreme left of the frontage of Exeter Central Buildings for their Showrooms. The right hand abutment to the Queen Street bridge over the Railway line when looking towards the Station area (roughly eastwards) was immediately next to the end wall of the premises - see attachments.
The company remained at this location up until 1957 when the lease expired and with no possibility of renewal. I am very anxious to acquire an image of this specific Showroom and therefore any image of Central Station that includes it taken between 1938 and 1957 - but no later. I am hopeful to use the image, with permission and attribution to the copyright holder on the www.exeterfoundry.org.uk website
Many Thanks-- Richard Holladay. Can anybody help please.
The onetime family involvement with the business of Garton & King Ltd not only involved the foundry site at Tan Lane adjacent to the Basin Branch between 1938/9 and 1981 but also the Central Station Building in Queen Street, Exeter. In 1938 the company took a lease on the premises on the extreme left of the frontage of Exeter Central Buildings for their Showrooms. The right hand abutment to the Queen Street bridge over the Railway line when looking towards the Station area (roughly eastwards) was immediately next to the end wall of the premises - see attachments.
The company remained at this location up until 1957 when the lease expired and with no possibility of renewal. I am very anxious to acquire an image of this specific Showroom and therefore any image of Central Station that includes it taken between 1938 and 1957 - but no later. I am hopeful to use the image, with permission and attribution to the copyright holder on the www.exeterfoundry.org.uk website
Many Thanks-- Richard Holladay. Can anybody help please.
Exeter Central in steam days

S_BR_30925_Exeter_1-9-62
During the Summer of 1962 a Maunsell Schools class 4-4-0 was often rostered for the 10.15 SO Waterloo to the West of England and, according to “Locos of the SR Part 1” / RCTS, on Sat 1/9/62 30925 Cheltenham had the job. With a load of 10 corridors, 30925 arrived at Exeter Central 3 minutes early. It returned to Waterloo on the 11.00 service the following day.
My thanks go to Chris Knowles-Thomas for the above background data which, I have to say, came as a surprise to me.
[Mike Morant collection]
My thanks go to Chris Knowles-Thomas for the above background data which, I have to say, came as a surprise to me.
[Mike Morant collection]

_ S_BR_30955_34107_Exeter_26-6-62
A hefty load of track panels is depicted here passing through Exeter Central station on the Up relief road in the charge of Maunsell 'Z' 0-8-0T no. 30955 piloting Bulleid original West Country pacific no. 34107 Blandford Forum. The date of this shot is 26/6/62 which means that 30955 has only another six months of service as withdrawal came at exmouth Junction shed in the December of that year. Blandford Forum had been allocated to Exmouth Junction since March 1959 and would continue in service there until withdrawal in September 1964.
[Mike Morant collection]
[Mike Morant collection]

_ S_BR_34045_Exeter_Central
Bulleid original light pacific no. 34045 Ottery St. Mary at Exeter Central. 34045 is in malachite livery without the BR branding on its tender but acquired its BR number in August 1948 which is probably when this shot was taken. Modification to the Jarvis standard was applied in 1958 but to little avail as it was one of the earlier withdrawals of this class in June 1964 whilst allocated to Bournemouth mpd.
[Mike Morant collection]
[Mike Morant collection]

_ S_SR_2697_Exeter_SRA120625
Former LBSCR E1/R 0-6-2 radial tank no. 2697 shunting at Exeter Central station on 2/9/50. Built as an E1 0-6-0T in October 1876, no. 2697 was rebuilt to this form in January 1929 and would be forever associated with banking duties between the two main stations at Exeter. Withdrawal at Exmouth junction came in November 1959.
[Mke Morant collection]
[Mke Morant collection]
I refer to your article entitled Exeter St Davids to Exmouth Junction Incl. and particularly draw your attention to the photograph captioned 34106 LYDFORD & 34058 SIR FREDERICK PILE running light at Exeter Central 4th July 1962 CR Geoffrey Matthews. I was there on that day and can add the missing information. This was a regular occurrence with always a light pacific on the front and they were heading for the sidings beyond the Queens Street Road Bridge and were waiting the arrival of the 9.00 am from London Waterloo.. This was not the only regular occurrence, for shortly before the 9.00 am from London Waterloo was due to arrive the Station Pilot,30024 on that day, would be positioned in one of the carriage sidings between the arrival line and the Carriage Shed. When the 9.00am was arriving, 35029 on that day with 9 coaches, as soon as the rear of the train had passed the point which would let 30024 out of the siding the signalman would throw the point and the Station Pilot would race to couple on to the end of the train and it would normally be so slick an operation that the main train and the Station Pilot would be running down the platform at the same time.
The engine from the main train would cut off and run down to nearly the entrance to St Davids Tunnel where there was a set of points to run back to Exmouth Junction through the up platform No 3. Light engine movements such as this was always used as a taxi for crews going to work.
Whilst this was happening the Station Pilot would have cut off the f1rst 3 coaches, Southern Set 780 on that day, and 34058 would have coupled on and was ready to work the 1.14 pm Exeter Central to Plymouth.
The next job for the Station Pilot was to cut off the next 3 coaches, 2 from Southern Set 774 and1from Set 956, and once the Plymouth Portion had left 34106 could couple on to these 3 coaches and leave with the 1.23pm to Barnstaple. This turn was always a light pacific as the rebuilt members of the class were too heavy for the Barnstaple Line. This left the 3 car catering set with the Station Pilot and he would move these to the up side to attach to the next service to London Waterloo.
The train to Barnstaple must have had a diagram which brought it back to Exmouth Junction each day, as it was used each Monday to Friday until 23 July 1962 when 31841 worked the train to be replaced the next day by 34002 which then started a long stint on the train.
David Hunt
The engine from the main train would cut off and run down to nearly the entrance to St Davids Tunnel where there was a set of points to run back to Exmouth Junction through the up platform No 3. Light engine movements such as this was always used as a taxi for crews going to work.
Whilst this was happening the Station Pilot would have cut off the f1rst 3 coaches, Southern Set 780 on that day, and 34058 would have coupled on and was ready to work the 1.14 pm Exeter Central to Plymouth.
The next job for the Station Pilot was to cut off the next 3 coaches, 2 from Southern Set 774 and1from Set 956, and once the Plymouth Portion had left 34106 could couple on to these 3 coaches and leave with the 1.23pm to Barnstaple. This turn was always a light pacific as the rebuilt members of the class were too heavy for the Barnstaple Line. This left the 3 car catering set with the Station Pilot and he would move these to the up side to attach to the next service to London Waterloo.
The train to Barnstaple must have had a diagram which brought it back to Exmouth Junction each day, as it was used each Monday to Friday until 23 July 1962 when 31841 worked the train to be replaced the next day by 34002 which then started a long stint on the train.
David Hunt
Many thanks to David hunt for supplying this very valued additional information - from somebody who was there - thank you for contacting us David,
Exeter Central in diesel days
Exeter Central Re-signalling Oct 1984 - Part One Paul Barlow.
Exeter Central Re-signalling Oct 1984 - Part Two Paul Barlow.
Many thanks indeed Paul.
David Tozer writes :- The cement train in steam days was always interesting. When the Southern was in charge the train of twenty one presflo’s was split at Riverside Yard. Exmouth Junction would send a locomotive to move it to Central in two portions. When the Western took over their locomotives worked through assisted with three Southern engines, two on the rear and the other one was attached to the train engine on the front. It was not unknown for the train to stall on the bank. The Central Station pilot would be attached to the front to get the train off the bank.
Presflo’s from Plymstock were moved to Exeter via the 0155 Friary – Exmouth Junction. This train also had presflo’s for Barnstaple, Later in the days of full Western Region control the cement from Westbury was worked via Yeovil Junction to Central. Motive power would be a Class 52 or a Class 37. The empties were sent back to Westbury usually hauled by an 08 to Riverside Yard.
Presflo’s from Plymstock were moved to Exeter via the 0155 Friary – Exmouth Junction. This train also had presflo’s for Barnstaple, Later in the days of full Western Region control the cement from Westbury was worked via Yeovil Junction to Central. Motive power would be a Class 52 or a Class 37. The empties were sent back to Westbury usually hauled by an 08 to Riverside Yard.
Re the picture above :- 37230 approaches Exeter Central with the Exmouth Junction to East Usk empties, although one wagon is still loaded.
This train serviced both Yeovil Junction and Exmouth Junction Coal Concentration Depots and took a circuitous route, dropping off loaded and picking up empty HEA’s as it went....
East Usk – Yeovil Junction – Exmouth Junction – East Usk.
This train serviced both Yeovil Junction and Exmouth Junction Coal Concentration Depots and took a circuitous route, dropping off loaded and picking up empty HEA’s as it went....
East Usk – Yeovil Junction – Exmouth Junction – East Usk.
Exeter Central - Remodelling. As we look at Exeter Central with modern motive power perhaps its time to take a look back to 1985 when the centre track was taken out. We see these pictures though the camera of Network Rail Programme Manager Graham Mann prior to switching to MAS. With many thanks.
By 1988, the cement for Exeter Central was moved via the Speedlink network rather than a block train.
Consequently the traffic was tripped from Riverside by whatever loco was available whenever it was available, though early afternoon used to be the more regular time.
The location itself was a dream to photograph and it was very easy to rattle off half a roll of Kodachrome from the various photting locations available, especially when the weather was decent.
24th June 1988 saw 50002 do the honours. Note the larger capacity PCA are now in use.
Consequently the traffic was tripped from Riverside by whatever loco was available whenever it was available, though early afternoon used to be the more regular time.
The location itself was a dream to photograph and it was very easy to rattle off half a roll of Kodachrome from the various photting locations available, especially when the weather was decent.
24th June 1988 saw 50002 do the honours. Note the larger capacity PCA are now in use.
More on Exeter Central Cement - Ron Kosys
Ron writes :- It's amazing how many times I managed to photograph the Exeter Central Blue Circle cement train in totally overcast, extremely dull weather.
However I would always prefer it to be raining under those conditions – at least the rain normally gave the image a bit of contrast...
Many thanks for capturing these workings for us Ron. A forgotten memory.
However I would always prefer it to be raining under those conditions – at least the rain normally gave the image a bit of contrast...
Many thanks for capturing these workings for us Ron. A forgotten memory.
Back now to more recent pictures:-
St James Park Halt (Lions Holt Halt until 7th October 1946)
Extension work on St James Park Halt platform.
This work was carried out during a 'blockage period'.
A report from David Tozer received at 15.26 on the 8th December 2020.
The down platform extensions appear to be complete and using polystyrene as they did at Lympstone Commando.
Still plenty of work on the up platform to complete. I expect my photograph of 143621 and 150246 working the 1319 Paignton to Exmouth will be the first of many in the next few days. Yes it appears that this is the last week of operation for these units prior to withdrawl from passenger service.
Dave
The down platform extensions appear to be complete and using polystyrene as they did at Lympstone Commando.
Still plenty of work on the up platform to complete. I expect my photograph of 143621 and 150246 working the 1319 Paignton to Exmouth will be the first of many in the next few days. Yes it appears that this is the last week of operation for these units prior to withdrawl from passenger service.
Dave
Keith, I had to visit my GP's Surgery for a blood test today (15th January 2021) . Located in Southernhay I walked in and diverted via St James' Park. Still work in progress.
Dave
Dave
Many thanks again David.
Mount Pleasant or Blackboy tunnel
Exmouth Jct area There is a view of the back of the box on the Exmouth branch page.
Two Comparison shots from the camera of Paul Barlow
Paul Barlow writes :- Before and after shots at Exmouth junction I couldn't get the exact same position due high fencing and overgrown vegetation which blight the railways now. The 1985 shot was taken when Exeter St Davids was shut for MAS remodeling. All services started and terminated at Exeter Central, trains were serviced at Exmouth Junction. Hope this is of interest.
Kind regards, Paul Barlow. Many thanks Paul
Kind regards, Paul Barlow. Many thanks Paul
Blue tractor off the rails.
Bill Elston writes - On 4th May, 1989, during my lunch break, I paid my occasional visit to Exmouth Junction coal depot to see what was going on.
I was met by 37162 being re-railed with 50007 in attendance with the Laira Breakdown Train. The attached 4 views give some idea of the expanse of the Depot.
Bill Elston writes - On 4th May, 1989, during my lunch break, I paid my occasional visit to Exmouth Junction coal depot to see what was going on.
I was met by 37162 being re-railed with 50007 in attendance with the Laira Breakdown Train. The attached 4 views give some idea of the expanse of the Depot.

A view from above the tunnel by David Tozer on the 8th December 2013 during cutting stablisation works. In the distance can be seen Exmouth Junction box and also a unit standing opposite the box. Mount Pleasant Halt was at this location until 2nd January 12928. Note the very much over grown metals of the old marshalling yards behind the fence. Copyright.

Exmouth Junction Yards with Met Cam Unit heading for Blackboy tunnel and Exeter Central. 11th April 1988 Copyright David Tozer What makes the picture particularly interesting is a comparison with the pictures above which show the area looking east. Note the still active marshalling yard the rails of which are just visible in the pictures above.
Exmouth Junction Coal Yards
Located on the site of five sidings adjacent to the former concrete works. Reducing the sidings fan adjacent to the main line at the Blackboy Tunnel to only six sidings serving the coal concentration depot since removed (site overgrown but track still in position)
Located on the site of five sidings adjacent to the former concrete works. Reducing the sidings fan adjacent to the main line at the Blackboy Tunnel to only six sidings serving the coal concentration depot since removed (site overgrown but track still in position)
A visit to Exmouth Junction Coal Concentration Depot Ron Kosys
A request to Western Fuels at Exmouth Junction to photograph their Drewry (3056 of 1964) at the same time as the three times weekly (MWF) Speedlink Coal Network service was about, was very favourably received.
This was arranged for 12th September 1988, when the visiting 37 was 37214. Note the passing MetCam accelerating away from the Junction and towards Exeter Central.
Unfortunately the light had totally collapsed by the time the empties were leaving for East Usk.
This size of this train could vary dramatically; sometimes it could be short as five wagons or so; other times as many as in excess of thirty.
Every single aspect of this location, service and locos are now memories... sadly.
Many thanks Ron for your unique set of pictures.
This was arranged for 12th September 1988, when the visiting 37 was 37214. Note the passing MetCam accelerating away from the Junction and towards Exeter Central.
Unfortunately the light had totally collapsed by the time the empties were leaving for East Usk.
This size of this train could vary dramatically; sometimes it could be short as five wagons or so; other times as many as in excess of thirty.
Every single aspect of this location, service and locos are now memories... sadly.
Many thanks Ron for your unique set of pictures.
4 Pictures taken almost 30 years on from the view above -
a report by David Tozer. Many thanks.
a report by David Tozer. Many thanks.

A very fine view from above Black Boy tunnel. The 1307 Exmouth Junction - Central ECS leaves the turnback siding at Exmouth Junction. The old marshalling yard is on the left of the trees. Note the signalbox and the metals ahead towards Waterloo - those to Exmouth bear off right. 1st April 2018. Copyright David Tozer.
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Then and Now
A bit of history from David Tozer
The shot of the Class 50 poking out of the former C & W Depot is of interest. When the MAS scheme was being implemented no trains ran between Exeter Central at Exeter St David's for a period in October 1984. A mini depot was set up in the old Carriage & Wagon Depot.It was here that engines off the Waterloo line were refueled along with the DMU's for the Exmouth Branch.I managed to get this one daylight shot as most fefueling work was undertaken at night.
The shot of the Class 50 poking out of the former C & W Depot is of interest. When the MAS scheme was being implemented no trains ran between Exeter Central at Exeter St David's for a period in October 1984. A mini depot was set up in the old Carriage & Wagon Depot.It was here that engines off the Waterloo line were refueled along with the DMU's for the Exmouth Branch.I managed to get this one daylight shot as most fefueling work was undertaken at night.
Exmouth Junction Signalbox- there is another view on the Exmouth branch section
More views of Exmouth Junction Box on the Exmouth branch section.
More views of Exmouth Junction Box on the Exmouth branch section.
Notes from David Tozer :- Exmouth Junction. Opposite the box are two sidings. The nearest to the main line is used as a turn back siding for trains terminating at St James' Park Halt, also for the Sunday Okehampton trains. The next line to it is used by the engineers to stable road/railers when work is done in the area. The points to this siding are clipped and pad locked I think as no signals control it. Interestingly you once could back from the turn back siding to the old marshalling yard. Some of the tracks can be seen in the up dated photos I sent you. Believe it or not the ground signal in the old marshalling yard is still li, even though it has not been used for years. Also at Exeter Central the run round loop on the old up platform has a lit signal which controlled the exit from the loop. Oddly Network Rail took out the points and replaced it with plain track. The signal was left lit!!!!!!!. It was still working when I last looked. The shot of the 143 was published in the book I mentioned in the book Main Line to the West - Part 4 - The Branch Lines, published by Irwell Press. The 150/9 was on the branch line rail tour - the first passenger train in this siding I wonder.
Exmouth Junction Shed *
*Also scroll down for recent additional pictures.
*Also scroll down for recent additional pictures.

LSWR Drummond T9 'Greyhound' class 4-4-0 no. 30712 at the side of Exmouth Junction shed on 28/5/57. No. 30712 had been allocated to EJ since December 1950 and would remain there until withdrawal in November 1958.
I actually rode behind this loco on a railtour in terrible weather that took us around the LSWR route to Plymouth.
[Mike Morant collection]
I actually rode behind this loco on a railtour in terrible weather that took us around the LSWR route to Plymouth.
[Mike Morant collection]

_ W_BR_4555_3205_Exmouth_Junction_30-9-65
Collett 4500 class prairie tank no. 4555 and 2251 class 0-6-0 no. 3205 at Exmouth Junction on 30/9/65. Two days later they would haul the Pendennis Castle Special from Exeter to Totnes after which they moved to their new home on the Dart Valley Railway.
[Mike Morant collection]
[Mike Morant collection]

January 8th, 1966 saw the final act of Bulleid original West Country pacifics in charge of departures from Exeter Central when no. 34015 Exmouth was the chosen motive power for the 'Last Steam Train to Exeter Central' tour which was hauled by 34015 from Salisbury to Exeter and return. This shot was taken at Exmouth Junction mpd where servicing took place but the sad fact of the matter is that the tour wasn't the "flyer" that it was intended to be as the Salisbury - Exeter - Salisbury legs both lagged behind schedule and it wasn't (allegedly) the loco's fault.
[Mike Morant collection]
[Mike Morant collection]
Exmouth Junction Shed +
A recent addition (2019) -
a collection of photographs from 1959 to 1961.
taken by Richard Murrin
Many thanks to Richard.
A recent addition (2019) -
a collection of photographs from 1959 to 1961.
taken by Richard Murrin
Many thanks to Richard.
I was talking to Dave Tozer the other week about some photos I have of steam of Exmouth jct. I worked there until late 1964 as a shift clerk in the time office I will have to sort them out and somehow scan then to you not very clever with this modern technology I have the dates taken and classes of locos photographed will be in touch later thanks - Richard Murrin Once again Many thanks Richard - these memories are precious.
Exmouth Junction Shed - the coaler - Demolition pictures by David Tozer

In addition to the coaler the bus is of great interest. It is a Devon General Regent V working Service M from Stoke Hill to Higher Barley Mount. Its starting point outside the old MPD has long been abandoned. This was one of five vehicles ordered by Devon General for Exeter City services. All later Regent V's were front loading as this batch still had the rear platform entrance.
1 March 1970 Many thanks to David for the information on the bus. Copyright David Tozer

A picture taken very soon after the attempted demolition. There are perhaps 'bemused spectators' standing around.
Yes, the plan was to blow the legs and then the coaler would topple away from the main line behind. It went wrong and it just sat down. It was then demolished with a ball and chain taking many weeks.
The Plant Depot was modernised - I forget when - and later closed. A shot of the rear attached. I have several of the C & W when it was used to store a Class 155 and later a Class 50 when the site was used as a temporary MPD when they modernised the signalling. DT
All change at Exmouth Junction
David Tozer reports (24th November 2023)
David Tozer reports (24th November 2023)
Not having been out with my camera a dry afternoon presented the chance of a stroll and to see what has been going on at Exmouth Junction.
Not very inspiring with the former marshalling yard cleared as it the concrete works and C & W depot. Yes plenty of piles of rubble to show for six months work.
Not very inspiring with the former marshalling yard cleared as it the concrete works and C & W depot. Yes plenty of piles of rubble to show for six months work.
Above the tunnel only and one place is it now possible to photograph a train. This shows 150239 and 150238 with the 1155 Paignton to Exmouth approaching Exmouth Junction. The signal was renewed in October 2020 when the a new crossover to the Exmouth Branch was installed and the line speed was increased from 25mph to 40 mph. In addition a batter repeater signal was also installed at the time on the approach to the tunnel near St James' Park. Prior to this services approaching the Exmouth Junction signal eased off the power until they got the road to Exmouth.
Many thanks David
For pictures Exmouth Junction to Honiton Select the page from the menu.