Exmouth Junction &
Mount Pleasant Halt
Paul Barlow
Mount Pleasant Halt
Paul Barlow
Exmouth junction, the path (with railings) on the left, originally led to Mount Pleasant Halt (opened on 26 Janaury 1906, however it did not generate sufficient traffic and was closed on the 2nd January 1928.. Copyright Paul Barlow.
Many thanks Paul.
Royal Blue at Milverton
and Chelfam Station
Derek Buttivant
and Chelfam Station
Derek Buttivant
First, I was encouraged by a recent posting on the web site to go to the outskirts of Milverton village this morning (21 June) in the hope of seeing some of the Royal Blue coaches on the final day of their west of England tour. As it happened, the vehicles were well spread out, it was raining steadily and I probably didn't see all of them. However, I'm attaching just one picture because although I know that the CRS doesn't normally cover buses, I think there is a special case here: the roundabout being negotiated by this 1960s vintage coach (and the road from which it has just emerged) are on the track-bed of the former GWR Taunton-Minehead branch. Sadly, there is nothing whatever left of Milverton station which was completely obliterated by the roundabout and road but, for reference, the platforms and buildings would have been immediately behind the trees now gracing the centre of the roundabout. The replacement road between Milverton and Wiveliscombe is one I now use frequently - but I would be much happier if the railway was still there!
Royal Blue coach tour at Milverton roundabout - site of the station. Copyright Derek Buttivant. 20th June 2021
The Lynton and Barnstaple Railway.
I wasn't able to go on any of the several visits that the CRS has made to Woody Bay and the Lynton & Barnstaple railway but last week I managed to get there and enjoy the short but scenic narrow-gauge ride. Afterwards I found my way to Chelfham Station where great progress has been made by L&B volunteers in restoring the site and buildings. The other attached photos show how the station now looks - and the adjacent, superbly restored, viaduct. It looks really promising for an eventual extension of the restored line from Woody Bay to Chelfham and, perhaps, beyond.
Best wishes,
Derek
I wasn't able to go on any of the several visits that the CRS has made to Woody Bay and the Lynton & Barnstaple railway but last week I managed to get there and enjoy the short but scenic narrow-gauge ride. Afterwards I found my way to Chelfham Station where great progress has been made by L&B volunteers in restoring the site and buildings. The other attached photos show how the station now looks - and the adjacent, superbly restored, viaduct. It looks really promising for an eventual extension of the restored line from Woody Bay to Chelfham and, perhaps, beyond.
Best wishes,
Derek
The beautfully restored Chelfham station Copyright Derek Buttivant
Chelfham station. Copyright Derek Buttivant.
Chelfham station Copyright Derek Buttivant.
At Chelfham station. Copyright Derek Buttivant
Very close by the station is the restored viaduct making a delightful scene - it will be even better once the trains return. Copyright Derek Buttivant/
Many thanks Derek, very glad you were at last able to visit the L & B.
The very last on buses
Peters Frustration
Peters Frustration
Dear Roger, I did wonder whether you might have had the same problem that I had with their early running. I drove up to Liskeard by the quicker road via Dobwalls. When I got to Dobwalls, at about 0950, there was a great rash of coaches, probably ten or a dozen. It was lovely to see, but frustrating as I was unable to photograph any of them. I carried on to Liskeard town, passing another 2 or 3 on the way, before getting set up in my photo position. Sadly, only three more came past, plus an old Bedford lorry that wasn't anything to do with the run. One coach stopped on the Parade to wait time, departing at 1005, long after its compatriots had gone past.
Very frustrating and I felt that you, and any other website viewers, would have been similarly cross to have missed the early runners. If it was a public service, it would have been unforgivable. But, as it was 'just for fun', there's not much that we can say about it. As you say, better luck next year, if they come this way again.
Here are my pictures (just for you, not to pollute the website or world with any more buses!)
All the best, Peter Murnaghan.
Very frustrating and I felt that you, and any other website viewers, would have been similarly cross to have missed the early runners. If it was a public service, it would have been unforgivable. But, as it was 'just for fun', there's not much that we can say about it. As you say, better luck next year, if they come this way again.
Here are my pictures (just for you, not to pollute the website or world with any more buses!)
All the best, Peter Murnaghan.
Many thanks Peter - I just had to include your story and pictures of the nostalgic but very naughty (CO2) run.
Having diverted off our normal material and taken a nostalgic look at buses let's make a further transgression and look out of our region.
Swineshead Query
Andrew Hickson
and Chris Bellett replies.
Andrew Hickson
and Chris Bellett replies.
Swineshead on the Skegness line. Copyright Andrew Hickson
Andrew asks :- I have just got back from a trip to eastern England and have a query which is bugging me. Is it possible to have a signal that remains at green in front of a level crossing even when the gates are up? Is it saying the section is clear but it doesn't necessarily protect the crossing?
I attach the relevant picture.
It is probably a silly question & it has nothing to do with the South West but I hope you may know the answer!
Many thanks.
Andrew
I attach the relevant picture.
It is probably a silly question & it has nothing to do with the South West but I hope you may know the answer!
Many thanks.
Andrew
I, KJ don't know the answer so I'll pass your question over to retired professional signalling engineer and also CRS member Chris Bellett.
Hi Andrew,
Keith Jenkin has passed your email below onto me concerning the level crossing at Swineshead and I'll try to answer your question in laymans terms, but must stress that the operation of level crossings is a very complex subject to easily describe.
The photograph you have attached may appear to show a dangerous situation but I can assure you its perfectly mormal at the type of level crossing concerned. The crossing is known as an 'Automatic Half Barrier Crossing' or AHBC for short. If you look closely at your photograph you will note that there is only a single barrier closing off the nearside of the road. Its the same arrangement on the hidden side of the crossing behind the trees. The level crossing works automatically and is triggered by approaching trains, normally without any interlocking with the railway signals. The signals can therefore normally show a proceed aspect (green in the case of your photograph) even though the level crossing barriers are initially in the raised position. An approaching train triggers the level crossing closing sequence when approximately 27 seconds from the level crossing, known as the 'Strike-In' point, and the level crossing opens again automatically once the train clears the level crossing.
There are, however, complications introduced where a station intervenes within the 'Strike-In' distance and in those cases a signalling control known as 'Stopping/Non-Stopping' selection is provided and operated from the signalling control centre. If 'Non-Stopping' is selected then the signal will clear to proceed and the level crossing will operate as described above. However, if 'Stopping' is selected the signal will not clear until the train involved is entering the station platform and the level crossing closing sequence will then be initiated and the signal will clear to proceed just as the train comes to rest in the platform. As a mitigation in the event of the stopping train overrunning the station and onto the level crossing a treadle operated by the train wheels is provided to immediately trigger the level crossing lower sequence. You can see that treadle in your photograph just by the lefthand rail at the bottom of the platform ramp.
Of course, like all barrier crossings, road lights are provided to warn road users prior to the lowering of the barriers. If a long or slow moving vehicle is going to pass over the level crossing then the Road Traffic Act mandates that the vehicle driver should stop and contact the signalling control centre first to obtain permission to cross, and that would only be ganted if the nearest railway stop signal in each direction was held at danger (stop) by the signalling control centre.
All the controls I have described resulted from a very serious accident that occurred in 1968 at HIXON level crossing in Staffordshire. The MOT (as then was) accident report is a long but interesting read and if you want to see how things developed well worth the time. A copy of the report can be downloaded here: https://www.railwaysarchive.co.uk/docsummary.php?docID=74
AHBC level crossings are currently out of favour for new installations, so I doubt we will see any new ones installed, and existing ones are gradually being replaced by those using more modern technology and fully interlocked with the protecting railway signals. We do have one AHBC left in Cornwall at Gwinear Road.
Hope that all helps your understanding of the Swineshead situation shown in the photograph. Please ask away if anything I have written doesn't make sense.
Kind Regards,
Chris Bellett
Keith Jenkin has passed your email below onto me concerning the level crossing at Swineshead and I'll try to answer your question in laymans terms, but must stress that the operation of level crossings is a very complex subject to easily describe.
The photograph you have attached may appear to show a dangerous situation but I can assure you its perfectly mormal at the type of level crossing concerned. The crossing is known as an 'Automatic Half Barrier Crossing' or AHBC for short. If you look closely at your photograph you will note that there is only a single barrier closing off the nearside of the road. Its the same arrangement on the hidden side of the crossing behind the trees. The level crossing works automatically and is triggered by approaching trains, normally without any interlocking with the railway signals. The signals can therefore normally show a proceed aspect (green in the case of your photograph) even though the level crossing barriers are initially in the raised position. An approaching train triggers the level crossing closing sequence when approximately 27 seconds from the level crossing, known as the 'Strike-In' point, and the level crossing opens again automatically once the train clears the level crossing.
There are, however, complications introduced where a station intervenes within the 'Strike-In' distance and in those cases a signalling control known as 'Stopping/Non-Stopping' selection is provided and operated from the signalling control centre. If 'Non-Stopping' is selected then the signal will clear to proceed and the level crossing will operate as described above. However, if 'Stopping' is selected the signal will not clear until the train involved is entering the station platform and the level crossing closing sequence will then be initiated and the signal will clear to proceed just as the train comes to rest in the platform. As a mitigation in the event of the stopping train overrunning the station and onto the level crossing a treadle operated by the train wheels is provided to immediately trigger the level crossing lower sequence. You can see that treadle in your photograph just by the lefthand rail at the bottom of the platform ramp.
Of course, like all barrier crossings, road lights are provided to warn road users prior to the lowering of the barriers. If a long or slow moving vehicle is going to pass over the level crossing then the Road Traffic Act mandates that the vehicle driver should stop and contact the signalling control centre first to obtain permission to cross, and that would only be ganted if the nearest railway stop signal in each direction was held at danger (stop) by the signalling control centre.
All the controls I have described resulted from a very serious accident that occurred in 1968 at HIXON level crossing in Staffordshire. The MOT (as then was) accident report is a long but interesting read and if you want to see how things developed well worth the time. A copy of the report can be downloaded here: https://www.railwaysarchive.co.uk/docsummary.php?docID=74
AHBC level crossings are currently out of favour for new installations, so I doubt we will see any new ones installed, and existing ones are gradually being replaced by those using more modern technology and fully interlocked with the protecting railway signals. We do have one AHBC left in Cornwall at Gwinear Road.
Hope that all helps your understanding of the Swineshead situation shown in the photograph. Please ask away if anything I have written doesn't make sense.
Kind Regards,
Chris Bellett
Very many thanks indeed to you Chris for your very detailed reply to Andrew - we are all now much the wiser.