Scaffolding has been erected alongside the platform that is in use. For several years part of the platform is inaccessible to the public being protected by a gate. I appears some sort of work will take place along the section that is in use.
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.
47513 passes Spring Farm 28th April 1990 with 1B95 1602 Paddington Swansea letter mail.
(The Reading to Didcot section used to be extremely busy with loco hauled trains, especially on weekdays.)