S&D Bath to Evercreech

The Somerset & Dorset
Bath Green Park to Evercreech Junction

NOTE In early March 2016 the West Somerset Railway celebrated the 50th Anniversary of the closure of the Somerset & Dorset by having a special Gala Week. Stations were re-named and loco re-numbered. Please look in our features section January to July 2016 for coverage of this event.

Would you like to read some Tales about life on the Somerset and Dorset in it's last few years - you would - then scroll down to the end of this section for some stories from Ian Bunnett. Sadly we report that Ian passed away after a long battle with cancer on 8th September 2016 - he was 70.

A copy of the abandonment of the closure of the S & D notice - this finally occurred w.e.f. 7th March 1966. A copy of a poster from the Mick House Collection many thanks to Mick.

Bath Green Park

The ticket purchased at Green Park on the last day. However, due to poor connections it was only used as far as Broadstones - at least that was the south end of the S & D proper! Keith Jenkin Collection

Courtesy Mike Roach Collection

Ian Allan: The Western Sunset 22/9/62
Somerset & Dorset 7F 2-8-0 No. 53808 rests at the buffer stop in Bath Green Park station having brought this tour in from Weymouth.
[Slide taken by Mke Morant]

Bath Green Park 1965 Copyright Mike Roach

Bath Green Park 75072 stands in the centre road in June 1965 Copyright Mike Roach

Bath Green Park Whats this? An intruder in the steam world, a Hymeck stands in the centre road! 10th September 1964 Copyright Mike Roach

LMS Hughes/Fowler Crab 42790 at Bath Green Park 10th September 1964. According to the record books 42790 was a Saltley-based loco, but was withdrawn a year earlier in July 1963. Copyright Mike Roach

Steady rain greets 75072 as it runs into what was classed as the departure platform at Bath Green Park. April 1965 Note the transition from a tarmac covered platform to plain boards once under the station roof.Copyright Mike Roach

"Crab" 42726 stands in what was classed as the arrivals platform at Bath Green Park in June 1962. The loco was shedded at Newton Heath (Manchester) and was withdrawn just 4 months later. It was Newton Heath LYR Football Club that became Manchester United in 1902. Copyright Mike Roach

Bath Green Park 76014 gets its train on the move November 1965 - Copyright Mike Roach

Bath Green Park June 1962 Copyright Mike Roach

Bath Green Park November 1965 Copyright Mike Roach

Bath Green Park Probably November 1965 Copyright Mike Roach

Bath Green Park Thursday 12th Sept 1963. 41249 has coupled up to the rear of the 1.10pm from Bournemouth West and will now take the train on the last leg of its journey to Bristol Temple Meads. 76006 brought the train in. Copyright Mike Roach

Bath Green Park 10th September 1964

Bath Green Park 22nd February 1966 Copyright Keith Jenkin

Bath Green Park June 1965 Copyright Mike Roach

Introducing Ian Bunnett Fireman Somerset and Dorset

It always gives me great pleasure to receive offers of pictures and stories of life on the railways none less that the experiences of Ian Bunnett who for quite a short time worked on the Somerset & Dorset quickly gaining a position on the footplate as fireman, something we’d all like to have done.

Ian says :- “I started work at the age of sixteen on 4th June 1962. They took me on as a cleaner and then I became a fireman.

March 7th 1966 is a date I remember well says Ian. My eldest son was born on that day so it’s a day I’ll never forget. It was also a quiet day on the S & D – it had died, the last trains, enthusiasts specials, had run on Sunday the 6th March and the last public trains on the 5th. (March the 7th is the day after the last trains ran on the Somerset and Dorset, the final public service day had been on March 5th)

During those almost four years working on the S & D Ian had a lifetimes experience which many of us would envy. He was teamed up with Driver John Stamp and had a very great respect for this gentleman who passed away a few years ago.

After Green Park station had shed closed Ian got a job on the permanent way which he suffered for a time but nothing could replace the footplate for Ian and sadly he left the railways in 1969. One of his jobs was as a Newspaper packer travelling on the 02.15 from Paddington to Bristol (most days he’d finished packing and was able to get off at Bath) and it was through this contact that he struck up friendships with drivers from Old Oak Common. With these contacts he somehow secreted himself on to the footplate of a high speed train and during the journey the driver (Now it can be said) offered him a go!

This is also a tribute to Ian’s mentor, the late, John Stamp who was not only an excellent driver, but also a fine friend and a keen and expert photographer. Most of the rare photographs you will see added to this site are the work of the late John Stamp. We are most grateful to Ian for passing on his memories and allowing his collection of photographs to be used.
Read more of Ian's tales at the end of this section.

Fireman Ian Bunnett leans cheerfully from the cab of 80041 at Green Park. It's four co'clock on the afternoon of the 4th March 1966. Nobody would think it was Ian's last day working on the s & D and that the line had just two days more to run. Copyright the late John Stamp.

Bath Green Park. There's a sad story behind this last day photograph by Keith Jenkin. His camera took just one more shot and then failed completely!! However, here is 48760 on the 08.15 Bath Green Park to Templecombe taken on that very last day of public services. A very young Barry Lucas was with me on the platform - his tape recorder had just failed!!

A last day of public services ticket. Used on the above train. Keith Jenkin collection.

On Shed at Bath Green Park

Large boilered Fowler 7F 2-8-0 No. 13806 built by Robert Stephenson & Co. In 1925 for the Somerset & Dorset depicted here at Bath Green Park shed on 28/4/35.
[Mike Morant collection]

LMS 4F no. 44146 of Bristol Barrow Road at Bath Green Park Shed July 1962. The loco had earlier been based at Templecombe and Bath GP Sheds. Copyright Mike Roach

Bath Green Park shed 53808 June 1962 Copyright Mike Roach

On a sad note here is 53807 which was the last of the 7F's to be withdrawn seen here awaiting its fate at Cashmores scrapyard, Newport in April 1965 - Copyright Sid Sponheimer

Bath Green Park S & D shed The Midland shed was to the right closer to the running lines. June 1962 Copyright Mike Roach

Oiling up, preparation of an 8F on number 8 road at Bath Green Park Shed. Here is Driver John Stamp - Ian Bunnetts favourite driver from whom he learnt a lot. Taken by Ian using John Stamps camera.

It's the same day, the same loco as Ian poses for John Stamp. Copyright the late John Stamp. Ian Bunnett Collection

Bath Green Park Shed from the Ian Bunnett Collection

Driver John Stamp and Fireman T. Davis Aug 62 Looking very smart is the loco is 34 057 Biggin Hill.

Driver John Stamp and Fireman T. Davis looking ready for a hard days work in Aug 62 Copyright John Stamp

This is the former S & D Goods shed located to the north of the engine sheds alongside the river Avon. This picture by Roger Winnen Copyright 24th February 1979.

Returning along Midland Bridge Road we see the familiar outline of Green Park station. 24th February 1979. Copyright Roger Winnen

Bath Green Park 30th January 1982. Sainsburys have moved in and restoration has begun - it's nearly sixteen years since the last passengers entered through the doorways of this elegant building. Copyright Roger Winnen

The blue hoarding continued around the corner to keep the site safe from an interested public. 30th January 1982 Copyright Roger Winnen

Bath Green Park 17th September 1983 Copyright Roger Winnen

Bath Green Park Station frontage on 7th November 1993. Copyright Andrew Triggs

Bath Green Park Station on the 17th September 1983 - those wooden platforms remain. Copyright Roger Winnen

We turn and look at the re-glazed roof and the one time railway offices. 17th September 1983 Copyright Roger Winnen

Tarmac replaces trains and track, its the 17th September 1983. Copyright Roger Winnen

910101p Bath Green Park, the train shed remains as part of the Sainsbury's stores site. Copyright Andrew Triggs

Bath Green Park - progresss. Inner part, work still in progress - note tie bars to keep scaffolding rigid. 23rd February 2023. Copyright Paul Negus.

Bath Green Park - progresss. Outer part nearly complete. 23rd February 2023. Copyright Paul Negus.

'LEST WE FORGET' A road near Bath Green Park Station named after the legendary S&D photographer 1915-1989. Picture taken on 1st January 1991 Copyright Andrew Triggs

48309 8F Leaving Bath Green Park for Higbridge RCTS SD tour 2nd January 1966 Driver John Stamp, Fireman Ian Bunnett Copyright R.J Coles Ian Bunnett Collection. There is a picture of this train later on at Midford.

Work at Bath Green Park September 2022

Please find attached a couple of shots of the scaffolding going up inside the roof of Bath Green Park station today 13th September 2022. The closer photograph shows the "towers" being constructed along the length of the glazed canopy. There has been significant deterioration in the glazing and glazing bars over recent years and a comprehensive reworking of the roof is envisaged. The work is covered under planning application 22/01746/LBA on the Bath & North East Somerset Council website for anyone seeking a detailed explanation of the new glazing system - see page 3 under tab Plans and Documents.

Kind regards
Paul Negus

Bath Green Park. 13th September 2022. Copyright Paul Negus

Many thanks Paul

Bath Junction

A very serious accident occurred at Bath Junction on the 20th November 1929.
To read a detailed account of this written by Guy Vincent. Click here. Features number 2013

The signalman at Bath Junction hands Ian Bunnett, the fireman, the token for the section on to Midford. 48706, being a local engine would normally have picked up the token using the Whitaker Apparatus - perhaps this was defective. Ian cannot recall an 8f ever being used for banking - this would be an occasion for the signalman to pass over the 'bankers' token so that is unlikely.

Home Counties Railway Society: Somerset & Dorset Tour 7/6/64. Fowler 7F 2-8-0 no. 53807 pilots 4F 0-6-0 no. 44558 on the final descent towards Bath Green Park.
[Mike Morant collection]

Crossing Bristol Lower Road at Bath

Leaving the Midland line at Bath Junction the Somerset and Dorset was double track for a short distance then becoming single before launching itself to make an oblique crossing of Lower Bristol Road and commence the hard climb at approximately 1 in 55 towards Combe Down tunnel. This picture taken on 24th February 1979 Copyright Roger Winnen

Bath Linear Park The iconic Bath Two Tunnels opened on the 6th of April 2013 providing a fantastic walking and cycling link between Central Bath, Midford, Monkton Combe and beyond. The opening of the Two Tunnels has also opened up this fantastic 13 mile circular route from the centre of Bath that takes in National Cycle Route 24 and National Route 4.

Bath Linear Park 3rd August, 1996 Copyright Roger Winnen A view from Bellots Road bridge over S & D bridge number 3 as a 158 disappears in the distance towards Bristol

Bridge 3 looking south towards Bath Junction 19th January 2015 Copyright Chris Osment

Looking up grade towards Combe Down tunnel. Copyright Chris Osment 19th January 2015

On the Bristol to Bath GWR line, just before Oldfield Park lies the S & D bridge number 3. The already taxing gradient on the S & D as it climbs from left to right is evident. This picture taken on 30th January 1982. Copyright Roger Winnen

Finally a view of bridge number 3 from the west side of the GWR main line. 30th January 1982 Copyright Roger Winnen

Recently demolished bridge No 3 removed in late 2015 as part of the GW ML electrific prog. This picture dated 1st January 1991 Copyright Andrew Triggs

Mark Annand has kindly written in with further information concerning S & D Bridge No. 3 which formerly carried the S & D over the GW main line just north of Oldfield Park station. There were two bridges alongside each other at this location, nearest Oldfield Park station is a road bridge and alongside was the railway bridge. On Christmas day 2015 the centre arch of the S & D bridge over the GW main line was demolished but the side arches and the piers have been retained. The tops of the piers adjacent to the main line have been levelled off to form a base for a new cast concrete arch in the same style as the old bridge but higher. This will give the necessary clearance for overhead electrification wires. The track bed will also be lowered such that there will be sufficient clearance for the electric wires under the road bridge, a listed structure, which is higher than the S & D bridge was.
Mark Annand has contributed pictures on the site to which there is a link as below – this site contains a comprehensive and most interesting tour of the two tunnels route.
https://www.flickr.com/groups/two-tunnels-bath/pool/with/23981873465/
Hopefully the replacement precast concrete arch will find its way onto the piers in May, with the whole structure complete, made good, and ready for reopening, albeit with somewhat higher parapet walls in July (which date will hopefully not slip ...). Many thanks to Mark

Bath Linear Park The steepness of the climb, for a railway route, is evidenced here. 30th August 1996 Copyright Roger Winnen

Bath Linear Park Bridge Road bridge 30th August 1996 Copyright Roger Winnen

Bath Linear Park Hisocks Drive Bridge 09 30th August 1996 Copyright Roger Winnen

Bath Linear Park 05 30th August, 1996 Copyright Roger Winnen

Bath Linear Park 06 30th August, 1996 Copyright Roger Winnen

Bath Linear Park 07 30th August, 1996 Copyright Roger Winnen

Bath Linear Park 08 30th August, 1996 Copyright Roger Winnen

Combe Tunnel - a visit and walk through by Guy Vincent and his daughter Charlotte.

Combe Down Tunnel (2m 02ch - 3m 05ch, ELR SAD) is situated to the south of Bath on the former Somerset and Dorset Railway (Bath Extension) and was opened to traffic on 20 July 1874. It is 1829 yards (or 1672 metres) in length and runs in a north to south direction with an initial right-hand curve of 29 chains radius followed by a long straight that ends with a further right-hand curve of 68 chains radius to the southern exit in Horsecombe Vale. Of single bore width there is a 1 in 100 falling gradient that commences inside around 400 yards from the Lyncombe Vale northern portal. With no ventilation shafts (for many years it was the longest unventilated tunnel in the UK) this was a very unpleasant place to be especially when working a heavy or slow northbound train and at least one fatal accident occurred due to a locomotive crew being overcome by fumes and losing consciousness. Not far in from the north portal there is a large cavern-like void above the roof that has been completely brick-lined, almost like a baker's oven.

Following closure of the S&D in 1966 the tunnel fell into disuse and was abandoned, later being taken over by Wessex Water and the portals were secured with large steel doors and masonry. From 2008 a well organised appeal and programme of works saw the tunnel revived with essential maintenance completed followed by a complete refurbishment including the installation of lighting throughout and a smooth tarmac surface for walkers and cyclists. The tunnel reopened as part of the Two Tunnels Greenway project on 6th April 2013 and is now managed by Sustrans. Throughout the tunnel on both sides there are refuges cut back into the walls where those unfortunate enough to have had to be present when a train was passing would have retreated to. Much of the tunnel is unlined with a sandy, creamy rock-like surface that varies in texture, width and height, this is coated with a good amount of soot from the hundreds of thousands of steam locomotive chimneys that used to pound their way through. Some sections are brick-lined and there are many interesting 'rings' built at differing times. For the guidance of today's users the tunnel is numbered from Zero to 84 N-S with ground distance markers every 100 metres. For much of the straight section moody violin music continually plays on a solar-powered loop system. The attached photos were taken (with the aid of a new and very expensive iphone!) by Charlotte Vincent, walking south to north on Saturday May 16th 2020.

Guy Vincent

Combe Down Tunnel (0) (South) 16th May 2020 Copyright Charlotte Vincent

Combe Down Tunnel (1) (South) 16th May 2020 Copyright Charlotte Vincent

Combe Down Tunnel (2) (South) 16th May 2020 Copyright Charlotte Vincent

Combe Down Tunnel (3) (South) 16th May 2020 Copyright Charlotte Vincent

Combe Down Tunnel (4) (North) 16th May 2020 Copyright Charlotte Vincent

Combe Down Tunnel (5) (North) 16th May 2020 Copyright Charlotte Vincent.

Combe Down Tunnel (6) North Portal 2m 02ch.16th May 2020 Copyright Charlotte Vincent

Many thanks to both Guy and Charlotte Vincent for this most interesting account of the tunnel .

My first experience on the plate by Ian Bunnett
Devonshire Tunnel - a true story by Fireman Ian Bunnett

There were stories of going through Combe Down & Devonshire tunnels which I thought were to impress/scare us new young firemen. Stories of the "backdraft" when you entered the tunnels at speed. We were told to put a damp cloth round your mouth & curl up in a corner. I thought it was the usual scary stories to impress us new boys. When we got our jobs as firemen we were sent out to get an idea of firing and the job in general. It was called 3rd manning. The usual job we went on was the 09.55 passenger to Bournemouth and we (the crew --- ,driver /fireman/ and 3rd man) got relieved at Templecombe. My turn came and I went 3rd man with Ray Adams and John Tooze on Monday. Then on Tuesday and Wednesday it was Ted Smith and Ken Cobb. We only 3rd manned three days. Monday I got on the engine a Midland 5. I can’t remember the number, it may have been my favourite 73054 ????. We started away from Bath and at the junction took the tablet with the "catcher" (Whitaker apparatus). As we come up to the tunnels I see Ray and John start putting damp wipers round their mouths and getting down as close to the floor as possible Ray went behind the AWS. I was 16 years old and not afraid of anything and I thought you’re wasting your time! I’m stood up laughing , that was for about two seconds, then as we went into the tunnel and dust and heat came into the air. I stopped laughing and gasping for air I dived down to the floor. As we came out the other side they said “Serves you right so get ready for the next tunnel up round the corner”. I had learnt to listen to experience!

Below is the mouth of Devonshire tunnel where Ian got his first 'exciting' experience!!

Devonshire tunnel 447 yards long Opened in 1874 and was named after the road called Devonshire Buildings which lie immediately above the tunnel.

Found in the undergrowth, broken in half and rusting. Loving restored and in safe keeping. From the Derek Buttivant collection.

Devonshire Tunnel - the north portal. Viewed on the 15th April 2013. Copyright Chris Osment

Devonshire tunnel - looking north. Daylight is just visible at the north portal. 15th April 2013 Copyright Chris Osment

Devonshire Tunnel - the south portal 15th April 2013 Copyright Chris Osment

The climb from Bath Junction was continuous from Bath Junction except for an easing at the Co-op siding midway up the open air section. Beyond Devonshire tunnel there was short level section where the banking engines from Bath would drop off, the line then fell at 1 in 100 through Combe Down tunnel. The fall continuing beyond the tunnel and over Tucking Mill viaduct to Midford viaduct.

Lyncombe Vale

Taken from Jinty 27276, which was carrying the snowplough. Chris Osment comments "My ‘local expert’ reckons that it was taken at the southern end of Lyncombe Vale, looking back towards Bath Junction with Mogers Bridge (No. 13) in the background visible, so it was actually between Bath Jcn and Combe Down tunnel this snowy scene on 6th February 1963. Copyright the late John Stamp, From the Ian Bunnett collection

Combe Down Tunnel 1,829-yards

Combe Down tunnel north portal - taken shortly after closure. Derek Buttivant, who took this photograph of the north end Combe Down tunnel writes :- A friend and I explored the steep incline out of Bath not long after closure and had walked through Devonshire tunnel. However we had ventured only a few yards inside when we heard a roaring noise which we realised with some horror might be a train. It was! An 08 shunter soon appeared dragging some rails using a chain attached to its coupling (somewhere I have a shot of that). The photo attached shows the north portal of the tunnel just before we entered! Photo copyright Derek Buttivant. Many thanks to to Mark Annand who spent time further improving this image with modern techniques.

Combe Down tunnel - north portal 15th April 2013 Copyright Chris Osment

Combe Down tunnel - looking north 15th April 2013 Copyright Chris Osment

A very welcome view for enginemen heading south. Combe Down tunnel - south end looking south 15th April 2013 Copyright Chris Osment

Combe Down tunnel - south portal 9th July 2014. Colin Maggs draws our attention to the brick arches constructed in the cutting walls to provide support for the not inconsiderable tonnage of the cutting face. Copyright Chris Osment

Tucking Mill viaduct 95 yards long

Tucking Mill Viaduct seen from the north side. !0th April 1982. Copyright Roger Winnen

Tucking Mill Viaduct near Midford. 10th April 1982 Copyright Roger Winnen

Tucking Mill Viaduct - taken looking south on the 15th April 2013. Copyright Chris Osment.

Tucking Mill Viaduct looking north. Picture taken on the 15th April 2013. Copyright Chris Osment

Midford Four and a quarter miles from Bath

Midford. A Bath bound service passes the goods yard. The train has just left or passed through the station which was at the commencement of the single track to Bath. 76057 was a Bournemouth loco. October 1965 - Copyright Mike Roach

Midford yard - a picture taken nearly 50 years after that above by Mike Roach. It is interesting to see that the concrete base for the crane is still there. About four hundred yards away, through the 'long arch' bridge which carries a service road obliquely across the line (Bridge No. 17), lay Midford station which was on the right . 19th January 2015 Copyright Chris Osment

A view looking down on to Midford viaduct shows it to be on quite a severe curve. One can see that at the time it was fenced off. 10th April 1982 Copyright Roger Winnen

We've now passed through Midford 'Long Arch' bridge 17 and are looking north. 30th October 2013 Copyright Chris Osment.

Midford looking south. The station platform lies on the up side of the single line. 23rd September 2011 Copyright Chris Osment

Midford looking north 23rd September 2011. The station buildings here were of timber construction. Copyright Chris Osment

The eight arch Midford viaduct (Structure number 18) seen from the up side looking north. the steel bridge carries the minor road over the route of the Somerset Coal Canal. 23rd September 2011 Copyright Chris Osment

Midford in October 1965 - a service bound for Templecombe and probably Bournemouth heads away from Midford gaining the double track as it passes over the viaduct. Below the viaduct ran the Camerton branch line. The box at Midford, which had 16 levers, was the subject of a nasty demolition job by a driverless train on August 4th 1936. The crew had left their charge at Braysdown Colliery Sidings, the locomotive a six coupled tank engine pushed its train in over Midford viaduct where most of the train derailed demolishing the base of the signalbox necessitating its rebuild. Read about it in 'Red for Danger. LTC Rolt'. The loco 80039 had earlier been used on a couple of railtours in Devon. Copyright Mike Roach

The sketch map above drawn by Peter Butt shows the relationship of Midford Viaduct across which the main S & D becomes double as it heads for Wellow. Note the GWR Camerton branch which passed under the viaduct at the south end. The viaduct also crossed Cam Brook, and the Somerset Coal Canal not forgetting the Bath to Frome road. There was a siding served off the up main shortly before the viaduct from the Wellow direction. Note the location of the signalbox. Many thanks to Peter Butt for drawing the above map.

Midford viaduct just about visible taken from a similar location to the view above - this was before, of course, the construction of the cycle path. 10th April 1982 Copyright Roger Winnen

From a newspaper cutting - Fireman Ian Bunnett takes the hoop and pouch containing the single line token for the section to Bath Junction at Midford. This loco was not fitted with the Whitaker apparatus. Note the wooden station buildings beyond. From the Ian Bunnett collection.

A clean and tidy Midford station in 1962. The signal is of particular interest, see below. Many thanks to John Thorn for this picture

Chris Osment is an expert on the history of the signalling on the Somerset and Dorset and has written in great detail of the history and operation of this fascinating line. In particular he has detailed the operation of this signal and given us permission to publish this link - for this please click here - www.trainweb.org/railwest/railco/sdjr/midford.html

Spotters Special hauled by 8F 48309 leaves Midford. on the 2nd January 1966. Crewed by JOHN STAMP & IAN BUNNETT this RCTS train was bound for Highbridge presumably reversing at Evercreech. This was originally expected to be the last Saturday of working over the S & D - however the line was reprieved for several weeks more the last service trains running on 5th March 1966. Ian Bunnet collection Copyright R.J Coles

The commemorative plaque on Midford Viaduct - it says it all! The distance to Bath of seven miles is somewhat misleading, this is via Dundas Aqueduct. The mileage along the trackbed is more like four miles.[Ref Chris Osment] Picture by Kevin Jenkin July 2014

The GWR's Camerton branch passed under the Somerset and Dorset through the third arch from the southernmost end of Midford viaduct. There is wonderful illustration of this location without trees taken by Ivo Peters on 30th June 1958 in his book S & D in the 50's item 172. The branch was used for the filming of the 'Titfield Thunderbold, in 1952. Copyright Kevin Jenkin

At Midford the larger S&D viaduct crosses over a smaller GWR viaduct as both cross over the river. This arch is between the (removed) steel arch over Twinhoe Lane and the (removed IIRC) GWR arch over the river and basically is just over waste ground between the road and the river. Immediately to the south there is a farm track off the lane and passing under the S&D viaduct. Further south again, but beyond the end of the S&D viaduct, on the east side you can still see the course of the old SCC tramway. Just north of the removed GWR steel span there is a steel bridge under the road which crossed the old SCC and there is now a public footpath under there. Going along that a little bit you can find the surviving SCC Midford Aqueduct and then further on again the next GWR viaduct. Quite a bit to see/find in the area! This picture and text kindly supplied by Chris Osment - Copyright

Also underneath the arches in addition to the Somerset Coal Canal and the Camerton branch the passes the B3110. The Hope and Anchor uses part of the former station area as a car park. July 2014 Copyright Kevin Jenkin

Looking towards Wellow in July 2014. Modern motive power in the form of a 1-1-0 waits onward movement towards Bath!! N.B. The line towards Wellow became double track as it crossed the viaduct. Beyond this, looking south [As we are] on the right was a siding, parallel to the main lines. This joined into the up main line with a trailing point shortly before the viaduct. Copyright Kevin Jenkin

Special to Bournemouth 92238 Ap or May1965 The fireman was Ian Bunnett. Ian Bunnett collection

An interval at Midford
The last Pines Express
Guy Vincent and the late David Bartlett

Saturday September 8th 1962 was a dark day in the history of the Somerset and Dorset Railway as it was the last time the famous 'Pines Express' ran over the much loved route.

The Pines Express first ran in 1910 (unnamed) and with the title for the first time on 26th September 1927. It is thought to have acquired its name from the proliferation of Pine trees growing in the Chines area of Bournemouth. (Chines are steep-sided coastal gorges created by rivers flowing through soft sandstone cliffs into the sea). The train ran from Manchester to Bournemouth in each direction and was jointly operated by the Midland Railway and London and North Western Railway. The route taken took the train into Bath Queen Square (from 1951 renamed Green Park) where it reversed for the 71.5 mile journey across the Mendips towards Evercreech Junction, Blandford Forum and Poole to terminate at Bournemouth West.

I have included scans of Table 73 from the BR public timetable dated 15 September1958 - 14 June 1959 that show the complete service over the S&D at that time. I believe the following years up to closure in 1966 saw little change although extra trains, not shown here would have run during each high summer period. The Pines Express (northbound) left Bournemouth West at 945am and called at Poole, Blandford Forum, Evercreech Junction and Shepton Mallet (Charlton Road) before arriving at Bath Green Park at 1156am. Following reversal and detachment / attachment of locomotives departure from Bath was just 5 minutes later at 1201pm with arrival in Manchester (Mayfield) M-F or London Road (SO) at 451pm. In addition through carriages were conveyed for Liverpool and Sheffield. The southbound train also conveyed through carriages from Liverpool and Sheffield and started from Manchester London Road at 1015am, reaching Bath Green Park at 300pm. Again, after detaching the inbound locomotive and attaching a fresh one to the rear the train was off again just five minutes later at 305pm, first stop Evercreech Junction 402-405pm. Further calls were made at Blandford Forum and Poole before reaching the final destination, Bournemouth West, at 532pm.

The attached pictures came to me from the collection of a very dear friend, David Bartlett of Bradford-on-Avon. David, a lifelong rail enthusiast, died in 2010 and his wife Marian kindly passed onto me some of his prints and slides. A GWR seat in the waiting room at Bradford on Avon station carries a plaque in his memory and there is a small selection of photographs on display taken by him that date from the 1950s when the goods yard was still in operation.

1) 9F 92245 and an unidentified GWR Collett 0-6-0 passing Midford Goods Yard on what according to David's notes was ''The train preceding the 'Pines Express' (presumably a summer extra? GV). This train stopped at Evercreech Junction to pick up the 0-6-0 to assist 92245 and delayed 'the Pines' because the driver allegedly insisted the 0-6-0 was coupled inside instead of to the front of the 9F''. Note the down signals above the train in this and the next picture. These were located high up and beyond Long Arch bridge due to poor visibility.

2) Bearing a 82F Bath Green Park shed plate celebrity 9F 2-10-0 92220 'Evening Star' at the same location, just to the north of 'Long Arch Bridge' with the small hut housing the goods yard ground frame to the left of the loco which is heading the last northbound 'Pines Express'. David's notes say "92220 Evening Star hauling the Pines Express. This was the last 'Pines' from Bournemouth on the S&D. The train comprised 12 coaches, 426 tons and was the heaviest unassisted train on the S&D. Driver Peter Smith, Fireman Aubrey Punter. Midford 8th September 1962"

3) 75073 complete with a 82F Bath Green Park shed plate at the same spot with an unidentified up working, possibly the 1200pm Templecombe-Bath.

4) 92220 returns south with the last ever down 'Pines Express', headcode 1O95, crewed by driver Peter Guy and fireman Ron Hyde, both of Branksome. The train is passing the entrance to Midford Goods Yard, looking north from the road crossing Long Arch bridge. Is the driver preparing to hand over the single line tablet to the Midford signalman or not? I can't decide.

Of course, Evening Star was the last steam loco built for British Railways in 1960 at Swindon works and received its name there exactly 60 years prior to the day that I prepared this feature (18 March 2020). 92220 was withdrawn in March 1965 following a collision that damaged its buffer beam at its home depot, Cardiff East Dock. It was moved to Severn Tunnel Junction shed for storage pending disposal then early in 1967 and in derelict condition it moved to Crewe works for a full restoration. Some years ago there were unsubstantiated rumours that the original loco had been too badly damaged to be economically repaired so a swap was done with an example in better condition but I don't know whether or not that is the case.

Guy V 18.03.2020

Midford 1) Midford North 92245 & a Collett 0-6-0 on preceding train 8th September1962 Copyright the late David Bartlett of Bradford-on-Avon

Midford 2) Midford North 92220 on last Up Pines Express 8th September1962 Copyright the late David Bartlett of Bradford-on-Avon.

Midford 3) Midford North 75073 on up (Bath) bound train 8th September1962 Copyright the late David Bartlett of Bradford-on-Avon

Midford 4) Midford Goods Yard 92220 on last Southbound (down) Pines Express 8th September1962. Copyright the late David Bartlett of Bradford-on-Avon.

BR Passenger Timetable 15.09.1958-14.06.1959 Cover (1)

BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (2)

BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (3) Pines South

BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (4)

BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (5) Pines North

BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (6)

BR Passenger Timetable 15.09.1958-14.06.1959 Table 73 (7)

With many thanks to Guy Vincent for the foregoing article.

Wellow viaduct and vicinity

Wellow viaduct viewed from Ford Rd looking North in September 2014 Copyright Kevin Jenkin

This is Wellow Treking Centre which lies 200 M east of Wellow viaduct on the track bed. September 2014 Copyright Kevin Jenkin

Turning about on the same bridge as the previous picture we are looking towards Midford. Access to the 'Twin Tunnels path' is from the pathway on the right. September 2014 Copyright Kevin Jenkin

Wellow Six and three quarter miles from Bath

What a smashing view of the celebrated and still existent Class 9F 92220 Evening Star as it heads into Wellow with the 1.10pm service from Bath Green Park to Templecombe; the 4th of 9 passenger trains along this section on weekdays. The photographer caught the train from Wellow to Evercreech New a distance of 18.25 miles which took 54 minutes. At Radstock 75007 went past with 4 coaches on the 11.40am Bournemouth West to Bristol train which was non-stop over this section. Thursday 12th September 1963. 92220 was shedded at Bath Green Park Shed at the time. A lucky shot for the photographer who lived a long way away and only visited the line occasionally as the loco was only at Bath Shed from August to October 1963. Copyright Mike Roach

A lovely view of Wellow - the signal box still exists after all these years albeit surrounded by housing. Seen on the 12th September 1963. The photographer was in the process of crossing from the up platform to the down platform. He had arrived here at 1.17pm on the 12.00 noon from Templecombe behind 73052 hauling 6 coaches. He would leave at 1.27pm heading back south behind 92220. The 18 lever box was situated at the east end of the station. There were sidings off the up line south of the station. Copyright Mike Roach

Wellow on the 12th September 1963 With such a smashing little station it is a pity that the painters weren't a little more careful when painting the white edging! Copyright Mike Roach

Wellow Signal Box. 17th September 1983 Copyright Roger Winnen

Wellow Station looking towards Bath - on a private visit 17th September 1983 Copyright Roger Winnen

Wellow Station a more detailed view - on a private visit 17th September 1983 Copyright Roger Winnen

Wellow station taken from the access road to the car park. September 2014 Copyright Kevin Jenkin

Shoscombe & Single Hill Halt Eight & half miles from Bath

Colin's 'chariot' leans against the gate of the entrance to a most unusual dwelling created under the arches of Shoscombe Viaduct on the Somerset and Dorset route. Copyright Colin Burges. N.B. The name of this charming property is 'Sharpmead Arch'. Heading west the S & D continued over the road on a bridge and onto an embankment which has been removed. On top of this embankment stood Shoscombe & Single Hill Halt. This comprised of two platform made of cast concrete sections. There were no structures on the platforms although a booking office and waiting room was situated on the footpath, This station opened 29th September 1929 and closed with the line on the 7th March 1966.

Radstock North Ten and three quarter miles from Bath

Coming from the Bath direction the first visible signs of railway buildings was this two road engine shed. This shed had been in use until 1975/76 .Seen here on 4th November 1977 Copyright Roger Winnen.

Inside Radstock Engine Shed on the 4th November 1977 Copyright Roger Winnen

Continuing on past the engine shed we look at the station itself. The date is 4th November 1977 Copyright Roger Winnen

The engine shed above is again seen in this view from the trackbed at Radstock station. Taken on the 4th November 1977 Copyright Roger Winnen

Fortunately at the time access was still possible to the footbridge giving a grand view of the station at Radstock. The main station buildings were on the up side, In the near distance can be seen the site of a level crossing, one of two suffered by road traffic at this location as only yards away to the left lay a similar crossing over the GWR lines. There were two signalboxes Radstock East and Radstock West, later Radstock North A & B. The date is the 4th November 1977. Copyright Roger Winnen

Radstock 771104z Radstock Station, a view from the up platform on the 4th November 1977. The level crossing gates are visible . Copyright Roger Winnen

Radstock Station, a view from the crossing gates looking towards Bath. 4th November 1977 Copyright Roger Winnen

Remnants ! The track formation at Radstock. 30th June 2007 Copyright Roger Winnen

Just beyond Radstock lay the five arches 93 yard viaduct where the Somerset and Dorset crossed the GWR line from Frome to Bristol. Picture taken on 4th April 2004 Copyright Roger Winnen.

Midsomer Norton South Twelve and a half miles from Bath

Midsomer Norton South October 1965. 80146 runs into Midsomer Norton South with a train heading towards Chilcompton and eventually Bournemouth. The third and fourth coaches are crossing a road bridge over Silver Street. Sidings for Norton Hill Colliery were off to the right behind the train. 80146 was a Bournemouth engine and lasted until the end of steam on the Southern Region (July 1967) Copyright Mike Roach

From Wikipedia, the free encyclopedia
Midsomer Norton South. The station opened in 1874. In the 1948 nationalisation the Somerset and Dorset Joint Railway became part of the Southern Region of British Railways. Along with the rest of the line it closed in 1966. The Somerset and Dorset Railway Heritage Trust took the lease on the station in 1995 to restore it. They have restored many of the buildings and laid a short section of track. Future plans for further extension of the track have been proposed. In the following pictures we give some idea of the developments as seen during various visits by the Cornwall Railway Society. You are also recommended to check on Youtube for footage.

1977

This is Midsomer Norton South station on 4th November 1977. One can well see what a jungle they faced at the outset. Beyond the bridge to the right lay the sidings of the Norton Hill Colliery. Copyright Roger Winnen

Another view on the 4th November 1977. Copyright Roger Winnen

1983

The scene on the 17th September 1983. Copyright Roger Winnen

17th September 1983 Copyright Roger Winnen

Midsomer Norton Station, in 1991 pre preservation days, looking at the 'down' platform Station Building. Copyright Andrew Triggs

Midsomer Norton in 1991, looking towards Bath from the 'up' platform. Copyright Andrew Triggs

2003

Midsomer Norton Station - things are looking good. . Copyright Roger Winnen

2007

Members of the CRS party gather on the down Midsomer Norton Station. 30th June 2007 Copyright Roger Winnen

The station at Midsomer Norton is now looking ready for serious business as the trackwork expands towards, hopefully Chilcompton. 30th June 2007 Copyright Roger Winnen

Midsomer Norton station area is now becoming well populated with rolling stock. 30th June 2007 Copyright Roger Winnen

Walking the track at Midsomer Norton on a damp day 30th June 2007 Copyright Roger Winnen

2014
We now move on to 2011/14, and what a difference! Congratulations to all. Chris Osments Digital Camera does credit to the fine efforts which have been put in here.

Midsomer Norton, looking beyond the buffer stops towards Radstock on Mid Summers Day 21st June 2014 Copyright Chris Osment

MSN view from the south side on the 23rd June 2012 Copyright Chris Osment

Re the Signalbox at Midsomer Norton - a note from Chris Osment.
Apart from the stone base, which was taken down and rebuilt, the SB is a completely new structure. The lever-frame IIRC is part of one recovered from Branksome and 23 levers have been installed (as opposed to 16 in the original MSN box) to cater for the requirements of the future layout. The box has yet to be commissioned for operational use. Many thanks for this note dated 26th January 2015

Midsomer Norton signalbox rebuilt, 23rd June 2012 Copyright Chris Osment

A grand view of the Signalbox interior taken on 10th Sept 2011 Copyright Chris Osment

An enlargement of the track diagram within the signalbox 10th September 2011 Copyright Chris Osment

Looking a treat, the restored Up platform shelter 10th September 2011 Copyright Chris Osment

MSN station garden taken on 21st June 2014 Copyright Chris Osment

Midsomer Norton 08881 (D4095) 6th January 2019 Copyright Guy Vincent - another former Scottish shunter, D4095 / 08881. Coincidentally this loco was also delivered new (23.08.1961) to a Scottish depot (Stirling) and spent most of its career in Scotland including a spell at Glasgow works.

Progress - Link to an excellent video of the extension taken in 2013
https://www.youtube.com/watch?v=8BoTPBwqhOI

Midsomer Norton in August 2021 Chris Osment

Midsomer Norton - Austin 1 awaits departure with the 2.10. 15th August 2021. Copyright Chris Osment

Looking immaculate Midsomer Norton - looking towards Radstock. 15th August 2021. Copyright Chris Osment

Many Austin's on display at Midsomer Norton station on the 15th August 2021. Copyright Chris Osment

Chilcompton Tunnel

Chilcompton Tunnel, looking towards Midsomer Norton,the tunnel on the former 'up' line in use as a riffle range. 7th November 1993 Copyright Andrew Triggs

Many thanks Chris.

Chilcompton Fourteen and a half miles from Bath
Sidings on the down side with cattle pens and loading dock. 13 lever signalbox

Chilcompton October 1965 Copyright Mike Roach

Chilcompton October 1965 Interestingly a 14 mile milepost stands beside the buffers of 75072 which is heading a down train, a service presumably for Bournemouth. This mileage reflects the distance from Bath Junction rather than Green Park. Copyright Mike Roach

Chilcompton again in October 1965 as 75072 sets off for Bournemouth, and by the look of it 800043 sets off for Bath. Copyright Mike Roach

Binegar Seventeen Miles from Bath

From Binegar on the S&D there was once a narrow gauge railway to Oakhill Brewery.
Advice from John Thorn

76014 runs into the down platform at Binegar. The 24 lever signalbox was once re-named 'Boiland' for the purpose of a training film. This picture taken in October 1965 Copyright Mike Roach

With steam obliterating the surroundings on the down side 76014 leaves for the climb to Masbury. October 1965 Copyright Mike Roach

76014 under way now with the down train and the signalbox and up canopy are coming into view through the steam. October 1965 Copyright Mike roach

Three snow scenes which must have been taken in the Masbury area. More pictures in the 'Features Section'

8F 48737 and Jinty 47276 complete with snowplough. The workforce just appear to be arriving. 6th February 1963. Copyright the late John Stamp - from the Ian Bunnett collection

The Jinty looks a bit stuck in this view but no doubt was soon pushing the plough forward once more. 6th February 1963. Copyright the late John Stamp. From the Ian Bunnett collection.

Masbury summit 811' above sea level

Masbury summit 1 75021 + ?? Approach the summit with a down working July 1962 Copyright Mike Roach

Masbury seen in June 1962. 9F no. 92245 nears the summit with a down train. The loco was shedded at Bath Green Park at the time, but only from May to September that year. Copyright Mike Roach

Having passed through Masbury station 75072 reaches Masbury summit in June 1965 - Copyright Mike Roach

The end of a notorious climb between Shepton Mallet and Binegar. Copyright John Cornelius

Masbury Eighteen and three quarter miles from Bath
Renamed Masbury Halt in 1938 - there was a 20 lever signalbox on the up platform

75072 climbs past Masbury station on its way towards the summit. Copyright Mike Roach.

Masbury from the camera of the Driver - the late John Stamp. 6th February 1963. The Ian Bunnett collection. Copyright

For a map courtesy National Library of Scotland click below :-
http://maps.nls.uk/geo/explore/#zoom=16&lat=51.2243&lon=-2.5685&layers=168&b=1

Masbury Station on the 4th November 1977. The sign warns that visitors are not welcome. Copyright Roger Winnen

By way of comparison here is Masbury on the 19th June 2013 Copyright Chris Osment

Masbury Station approach road. The preserved station buildings are on the 'up' platform. Taken on 1st January 1991 Copyright Andrew Triggs

Winsor Hill tunnels One and half miles south of Masbury
The old, longer tunnel was used by Rolls Royce to test Concorde Engines during 1968 and remained sealed for some time.

Windsor Hill tunnel - north ends. The older and longer tunnel at 239 yards through the steel door just visible in centre of the picture 3rd February 1979 Copyright Roger Winnen

Winsor Hill New tunnel south portal , 3rd February 1979 Copyright Roger Winnen

Winsor Hill New tunnel north end 3rd February 1979 Copyright Roger Winnen

Four more of Winsor Tunnels - many thanks to Andrew Triggs

Winsor Hill. The original 239 yard tunnel, looking towards Masbury. Picture taken 1st January 1991 Copyright Andrew Triggs

910101j Winsor Hill tunnel looking towards Shepton Mallet. Copyright Andrew Triggs

910101l Winsor Hill, the 'New' 126 yard, the line was doubled in 1892, looking towards Masbury. Copyright Andrew Triggs

910101m Winsor Hill 'up' tunnel looking towards Shepton Mallet. Copyright Andrew Triggs

Near Windsor Hill. A picture from the Ian Bunnett collection said to be by the late John Stamp. Copyright

Bath Road Viaduct Shepton Mallet. Seen on 19th July 2007 One half of this arch of the viaduct, which had previously been widened, collapsed during a gale in February 1946. This was subsequently repaired as per the plaque below. The railway remained open using just one side of the viaduct during the period of rebuilding. Copyright Roger Winnen

Shepton Mallet Bath Road viaduct - the plaque on the pier recording its reconstruction. The viaduct is the highest on the S & D at 62 feet - it is 118 yards long. 19th July 2007 Copyright Roger Winnen

Shepton Mallet Twenty one and three quarter miles from Bath N.B. The site of Shepton Mallet station is now an industrial estate.

The scene at Shepton Mallett as Fireman Ian Bunnett fills the tanks of a thirsty Jinty 47276 which has been busy with the plough. 6th February 1963. Copyright the late John Stamp, from the Ian Bunnett collection.

Stepping back a little John Stamp gets a better view of colleague Fireman Ian Bunnett busy filling the tanks - on the reverse the picture describes the situation as 'B..... Freezing'! Note the 'fire devil' used to keep the water column from freezing and the signalman watching the proceedings from the comfort of his cabin. 6th February 1983. Copyright the late John Stamp, from the Ian Bunnett collection

Ian is still 'enjoying' the arctic conditions from his lofty perch as John Stamp captures the scene. 6th February 1963. Copyright the late John Stamp. Ian Bunnett collection.

SLS: Last Train on the Somerset & Dorset Line 6/3/66
The tour title (above) is what was printed on the participants' tickets. Depicted are Stanier 8F 2-8-0 no. 48706 and BR Standard 4MT 2-6-4T no. 80043, both Bath Green Park allocated engines, at Shepton Mallett (Charlton Road).
[Mike Morant collection]

Shepton Mallet S & D , a chance view from the GW Witham, Wells, Cheddar and Yatton line Cheddar Valley Railtour 18th November 1968 Copyright Keith Jenkin

A note on the viaducts and station site at Shepton Mallet kindly supplied by Chris Osment.
The Bath Road viaduct has been firmly razor-wired shut so as to prevent nasty people throwing things off the top onto the houses below. As you may know the Charlton Road viaduct is in the private grounds of the old Babycham factory and they used to have an annual open day, but not sure now. Not tried to go thru’ the industrial estate, but given that effectively the station site was wiped off the map to build it then I’ve never really felt the urge to bother.

Shepton Mallet 030719h Charlton viaduct 317 yd gradient 1 in 55 up and down It can clearly be seen that this viaduct was widened after its original construction . Copyright Roger Winnen

Shepton Mallet Charlton viaduct. 14 of the 27 arches can be seen in this view from a freshly mown field . Copyright Roger Winnen 19th July 2003

910101h Charlton Road Viaduct at Shepton Mallet, showing the two halves of the viaduct,the brick section from the doubling 1892. This picture dated 1st January 1991 Copyright Andrew Triggs

Charlton viaduct - visit 7th March 2020

Prestleigh Viaduct

Prestleigh viaduct taken nine years after closure. Copyright John Cprnelius

Prestleigh Viaduct from the adjacent A371 in 1991, sadly demolished as 'unsafe' in January, 1993. Copyright Andrew Triggs

Prestleigh Viaduct Copyright Michael Forward

For a map of the location of Prestleigh viaduct courtesy National Library of Scotland click below
http://maps.nls.uk/geo/explore/#zoom=17&lat=51.1648&lon=-2.5243&layers=168&b=1

Evercreech New Twenty five miles from Bath

Evercreech New down platform on Thursday 12th September 1963 Copyright Mike Roach

Evercreech New, again the down platform building. The 20 lever signal box was on the up platform just past the shelter seen in this view. 12th September 1963 Copyright Mike Roach

76006 calls at Evercreech New with the 1.10pm Bournemouth to Bristol train, which had already been on the move for 2 hours and would take another 2 hours to reach Temple Meads. At Bath Green Park 41249 would come on the rear to take the train to Bristol. 12th September 1963 Copyright Mike Roach

'Evening Star' at Evercreech New with the 1.10pm service from Bath to Templecombe. Mike had just got off the train and was keen to get a shot of the loco at the station, but the loco was off the end of the platform and the camera was looking into the sun, so this was the best he could do. 12th September 1963 Copyright Mike Roach.

Evercreech Junction Twenty six and half miles from Bath

Ian Allan: The Western Sunset 22/9/62
Somerset & Dorset 7F 2-8-0 No. 53808 takes on water at Evercreech Junction having brought this tour in from Weymouth.
[Slide taken by Mke Morant]

Home Counties Railway Society: Somerset & Dorset Tour 7/6/64.
Fowler 7F 2-8-0 no. 53807 and 4F 0-6-0 no. 44558 run round their stock at Evercreech Junction having negotiated the Highbridge branch and will shortly head northwards for Bath.
[Mike Morant collection]

A smashing sequence here as 75072 runs into the up platform stations staff wave to the engine crew. Note the extremely high down starting signal standing proud above the scene. Copyright Mike Roach

&5072 stands at the up platform at Evercreech September 1965 Copyright Mike Roach

Minutes later as 75072 sets out for Bath in September 1965 Copyright Mike Roach

A steamy scene at Evercreech as 41296 possibly off a service from Highbridge comes off its train while meantime on the 41293 runs in on the up platform. Although the upper down starting is obliterated by steam we can see that the lower co-acting arm is off for 41296 to proceed south. June 1965 Copyright Mike Roach

An excellent view of Evercreech Junction in June 1962 as 82002 pauses at the down platform. Clearly visible is the centre siding used for holding locomotives and sometimes trains. In the distance lie the extensive sidings which face Bath or Highbridge. Beyond these lay the junction for either Bath or Highbridge. Copyright Mike Roach

Evercreech Junction. Every picture tells a story they say and true in this case. Two people, probably enthusiasts walk along the up platform, the branch train for Highbridge waits in the centre road, a member of staff already on the up platform looks in the Templecombe direction for an expected service. Meantime the crew on the train standing at the down water column prepare to fill the tanks. Probably the driver makes ready to turn on the 'tap'. Climbing roses flourish on the station building. If only one could turn the clock back!! September 1965 Copyright Mike Roach

Evercreech Junction 82002 June 1962 Copyright Mike Roach

9F 92238 stands at the down platform with a railtour from Birmingham to Bournemouth and Eastleigh on 12 June 1965. Note the steam leaking from around the cylinders. Copyright Mike Roach

92238 pulls away across the level crossing with the railtour, and still leaking steam. According to the Six Bells Junction website the loco was in trouble right from the moment it left Bath Green Park.The loco was withdrawn 3 months later in September 1965 and the line closed 9 months later in March 1966. Does anyone have any further details of the problems with the locomotive. Copyright Mike Roach

Spotted at Evercreech Junction in 1965. 'Return to Princetown' This would have been difficult as the Princetown branch closed on the 5th March 1956 and the track was lifted a year or two later. Copyright Mike Roach

Evercreech Junction looking South towards Cole and Templecombe in April 1965. The signalbox is on the right had 26 levers and had a good view towards Cole and also over the footbridge into the station area. Note the water tower to the left. Also note how the line drops away and then rises once more. A number of keen photographers in evidence. Copyright Mike Roach

Evercreech April 1963 73001 Copyright Mike Roach

Two locomotives coast up the bank towards the level crossing and Evercreech station. April 1965 Copyright Mike Roach

The intended last day.(2nd January 1966)

R.C.T.S. (London Branch) Somerset & Dorset Rail Tour
Locos Used35011 'General Steam Navigation', 34015 'Exmouth' & 31639, 48309, 41307, 41283 & 82019Route :
Loco(s)Route
35011 (2)London Waterloo - Clapham Junction - Hampton Court Jn - Woking - Basingstoke - Winchester - Eastleigh - Southampton - Bournemouth Central - Broadstone
31639 + 34015Broadstone - Evercreech Junction - Masbury - Radstock - Bath Green Park
48309Bath Green Park - Mangotsfield - Bristol Temple Meads - Weston-Super-Mare - Highbridge (West)
41307 & 41283Highbridge (S&D) - Glastonbury - Templecombe
35011Templecombe - Salisbury - Basingstoke - Woking - Hampton Court Jn - Clapham Junction - London WaterlooNotes :
N.B. This tour was intended to run on the day following the public closure of the Somerset & Dorset line. However last minute difficulties with the substitute bus service caused postponement of the closure. The tour was limited to ten coaches, though demand for tickets far exceeded the train capacity.

31639 and 34015 'Exmouth' at Evercreech Junction both taking water, which involved moving the train forward as only one water column. 2nd January 1966. Copyright Geoffrey Matthews

34015 'Exmouth' has now moved forward to replenish its tanks. 2nd January 1966. Copyright Geoffrey Matthews

The actual last day.

Evercreech Junction on the 5th March 1966 as 34006 Bude stands taking water. Copyright Barry Lucas

Evercreech 5th March 1966, Copyright Barry Lucas

Evercreech Junction. Having taken water 34006 Bude moves along to stand at the crossing as 34057 Biggin Hill takes water. 5th March 1966 Copyright Barry Lucas

Evercreech Station - after closure.

Evercreech Station. Taken on the 4th November 1977. Nearly twelve years after closure. One has to imagine the fence as crossing gates, the signal box was very close by to the left and of course the metals were under our feet. Copyright Roger Winnen

It's was then only nine years after closure but to the 'passer by' it scarcely resembles a station. Copyright John Crnelius

Evercreech Junction - the down building. 4th November 1977 Copyright Roger Winnen

Evercreech Down Building from the up platform 2nd November 1977 Copyright Roger Winnen

Finally a stroll up the trackbed in the Bath/Burnham direction to turn about and look towards the down platform building. All the buildings on the up side had long gone. 2nd November 1977 Copyright Roger Winnen

1990 Looking in the Bath direction, the converted former Station Building at Evercreech Junction. Copyright Andrew Triggs.

1990 Looking in the Bournemouth direction of the station buildings. Copyright Andrew Triggs

1990 The former down platform and the station masters house from where the level crossing was on the A371. Copyright Andrew Triggs

1990 Cool name for a former railway property ('Goods Yard') in reverse. Copyright Andrew Triggs.

1990 Maintaining history, replica nameboard outside of the former station masters house. Copyright Andrew Triggs

On the 19th July 2003 the CRS while on a minibus tour of the S &D visited Evercreech station. With permission we took a look around the much improved station area.

The grateful party having thanked the owner leave the station Copyright Roger Winnen 19th July 2003

The delightful garden of the former station occupies the trackbed. 19th July 2003 Copyright Roger Winnen

Tale Lights!!

The photographs below are reference to 'A rough journey - problems with a 9f' see articles.

Photo 1 92223 at speed near Midford on outward run.

Photo 2 Ian Bunnett fills the tender tank at Evercreech Copyright John Stamp

Photo 3 She's finally made it to Bournemouth albeit two hours late. Enthusiasts gather round the loco. Copyright John Stamp

Andrew Triggs returns to Evercreech Junction in 2020

Evercreec Junction from the site of the level crossing on the 7th March 2020. Copyright Andrew Triggs.

The Somerset and Dorset some true tales
from the late Ian Bunnett a former Fireman
[Sadly we report that Ian passed away on the 8th September 2016 after a long battle with cancer.]

First of all a tribute to the late John Stamp

John Stamp was a brilliant driver as well as a great friend. We all had our mates that were friends as well. They looked on us young firemen as family and treated us as such. John Stamp was my regular driver. John Sawyer his driver was Ben Ford and then there was Derek Coles whose driver was Doug Holden. They took us under their wings and taught us how it was done.   John Stamp - unfortunately John went to 82F in the sky a few years ago, I believe he was about 83’ish

My first experience on the plate

There were stories of going through Combe Down & Devonshire tunnels which I thought was to impress/scare us new young firemen. Stories of the "backdraft" when you entered the tunnels at speed.   We were told to put a damp cloth round your mouth & curl up in a corner. I thought it was the usual scary stories to impress us new boys. When we got our jobs as firemen we were sent out to get an idea of firing and the job in general. It was called 3rd manning. The usual job we went on was the 0955 passenger to Bournemouth and we (the crew --- driver /fireman/ and 3rd man) got relieved at Templecombe. My turn came and I went 3rd man with Ray Adams and John Tooze (I think) Monday. Tuesday and Wednesday it was Ted Smith and Ken Cobb. We only 3 manned on three days. Monday I got on the engine, a Midland 5. I can’t remember the number, it may have been my favourite 73054 ????. We started away from Bath and at the junction took the tablet with the "catcher"   (Whitaker apparatus). As we came up to the tunnels I see Ray and John start putting damp wipers round their mouths and getting down as close to the floor as possible, Ray went behind the AWS.   I was 16 years old and not afraid of anything and I thought you’re wasting your time! I’m stood up laughing , that was for about two seconds, then as we went into the tunnel and dust and heat came into the air. I stopped laughing and started gasping for air I dived down to the floor. As we came out the other side they said “Serves you right so get ready for the next tunnel up round the corner”. I had learned to listen to experience!

Mushrooms on the shovel

I was a fireman at Bath Green Park from 1962 to 1966, and I have a lot of memories The S & D was like a family concern for example. John Stamp and I were going to Templecombe engine and brakevan at approximately 06.00 to pick up some empty wagons (special).   Between Evercreech and Cole we stopped and our guard "farmer" Frapwell got off , nipped into a field coming back about twenty minutes later with some mushrooms (I don’t like them) but John and ‘farmer’ did and had them at Templecombe in a fry up on the shed.   That morning we stopped the "bobbie” at ‘combe who was given had a few mushrooms and covered for us. Reminds me, yes, we did have shovel fry ups from time to time.

Boiled milk!

Just a little story about myself & John Stamp. We had to work a freight job from Bath Green Park to Westerleigh at about 10.00 in the morning , it wasn’t far from Bath and the only hill/bank was at Bitton which wasn’t   very steep. We didn’t have many coal wagons and had a class 8f. We worked to Westerleigh ( I think was only 10--12 miles from Bath). We got there, deposited the wagons and were told go back to Bath light engine.   Well, me being me, decided to fill the box. John said “Don’t do it because we won’t use that much”. However, as I didn’t want to do anything going back I filled it right up. So all I’d have to do was to keep topping up the boiler. We leave and I sit down enjoying the ride. At the bottom of Bitton bank I looked into the box to find that we still had nearly a box full, it didn’t help me because when we get to the shed I would have to "clean" the fire, I mentioned to John about it and he said “You were told” , then he said “Watch this” and opened the regulator wide also wound the gears down the fire flew out of the chimney and across the fields.   Watching the cows run was funny. We were only about two miles from the shed and by the time we got back the fire had mostly gone. At Bath Green Park we got on the table and John got called in the office and was told the farmer had been on the phone complaining. It seems the fire had gone out of the chimney and landed on the cows, (no real damage done) just gave boiled milk !! John said he had problems with the regulator sticking and had tried to "release" it from 2nd valve, he didn’t say anything about me being the cause of it and we never heard any more about it.

N.B. The line from Bath Green Park to Mangotsfield was not S & D but was operated from Bath Green Park Depot.

A rough journey – learning the hard way   Problems with a 9f

It was June 12th 1965 I was to work a special to Bournemouth from Bath Green Park, it was for the Warwickshire railway society. The engine for it was a 9f number 92238 that was brought over to Bath and had to be "serviced" by the fitters etc. However because it was late onto the shed and it was a Friday the fitters,  in their wisdom decided a quick once over would be sufficient. However, they were wrong. Come Saturday morning I came in to work it, and I had to prepare it. It was overcast and drizzling, I had to coal and water it. I took it to the coal stage and back onto the boat road by the sandpit. I then had to fill the sand boxes, believe you me it is quite a climb to get on and off the plate with sand bucket. Taking over 30mins just to do that. Then I had to go looking for fire irons, and then build the fire up. I was soaked in sweat by the time I had cleaned the footplate. By then it was almost time to leave the shed. In a rush I just had time to run down to the cabin make tea and get back on the engine ready to come off the shed. We went to the station and backed onto the train, we had a couple from the society to record the journey plus an inspector. It was crowded on the footplate and I had a job to move around, then the engine started to "blow off" to stop this I started to top the boiler up. I only did it because I got a rollicking about an engine blowing off in the station. I was only about 17 or 18 years old, worrying and trying to do everything right. We left the station and at Bath Junction I took the tablet in, got the catcher in. However that was the start of my problems for as we started to climb the engine started priming, we just about got up to Moorfields and struggled to Devonshire tunnel. We crawled up through there we started to run down through Combe Down tunnel out over Tucking Mill viaduct to Midford. At Midford station we gave up the tablet. By this time we were a few minutes late and I was struggling to make steam which was all the harder because of so many on the footplate. (Photo 1) We were able to go through to Radstock where started the climb to Midsomer Norton however by the time we got to "Norton" we were struggling which continued until Binegar. Here it was suggested by the inspector we stop for a blow up, my driver -Ray Adams agreed. I did everything I could to put the fire right so off we went, it was all downhill to Evercreech Junction and wasn’t too bad a run. At Evercreech Junction I filled the tank (Photo 2). We set off once more, however, by the time we got to Cole (for Bruton) we were again struggling for steam, the steam pressure was just enough to keep the brakes free.   By this time I was feeling weak and embarrassed, I had also been uttering expletives and I’m ashamed to say I ruined their recording because of it. - To this day I am sorry. I can only hope that I have been forgiven? We struggled to Bournemouth arriving two hours late. (Photo 3) I think their tour was altered because of our lateness. We had to come back to Bath light engine. We got back as far as Midford with no trouble took the tablet and were looking forward to getting back to shed. Just as we got to the Midford side of Combe Down tunnel I decided to close the dampers , as I did so we entered the tunnel and the fire blew back into the cab Ray was behind the A.W.S so he didn’t notice I couldn’t go anywhere because the tunnel was only just wide enough for engine clearance ( If I tried hanging off the side I would have been part of the tunnel wall!) I shouted but I think it was luck that Ray looked up and put the blower on harder and kicked the fire doors closed, he also opened the regulator. The ‘blow back’ took off my eyebrows, singed the front of my forehead also giving me a few superficial burns. Back at Bath Green Park they took the engine out of service for examination. It was found that the steam tubes were blocked, we had a piston problem plus a few other problems. I got the blame for the trouble we had , they said my firing was not right. A few weeks later I had an inspector Mc Carthy ride with me who said he couldn’t fault my firing. I didn’t get an apology for being blamed falsely. The society gave me a couple of pictures. I have been told it was the last time a 9f went over the Somerset and Dorset.

Left the banker behind, twice!

One Saturday John Stamp (my driver and a brilliant mate) were spare at Bath Green Park. At about 1pm the foreman came into the cabin and said that a pigeon special from Birmingham was late. We were told to get a class 8f (48737 I believe) prepared and, when it comes in, for us to take the train on to Templecombe.   It was 12 coaches long so we would need a banker. We left with the special, got the tablet at Bath Junction and the banker came on the back and off we go.   By the time we got to Devonshire tunnel we had left the banker behind. 48737 was a great steamer. We got to Radstock where we picked up another banker and by the time we got to Chilcompton we had left the banker behind. We carried on over the Mendips through Binegar, down past Masbury, Shepton Mallet ,Evercreech New and arrived at Evercreech Junction . I didn’t have much to do except "watch the road" and drink tea. After Evercreech Junction it was more or less flat so I didn’t have much firing to do, it was easy going. We got to Templecombe  pulling into the station so that the pigeons could be released. It was already an overcast day but as soon as they started releasing the pigeons it was like night had suddenly fallen!   It’s a frightening but a fascinating sight.   As soon as the Templecombe crew had taken the train to the sidings we headed back to Bath light engine with no problems.

Now a cautionary tale

I was meant to work the 13.20 passenger to Templecombe. Before I went to the shed I stopped off for a pint (actually I had two) we had to prepare the engine before we went up to the station. It was a Midland class 4 tank. The idea was so you had enough water to get to Templecombe , we filled up the tank in Bath and filled up the boiler at the same time. I did this and then wanted to move the engine back  into the shed. I opened the regulator but nothing happened. I looked at the pressure gauge and saw only 80lb of steam, so I opened it again -- same thing, so I thought if I open the cocks it will get rid of excess steam and it will close the valve. The fly in the ointment was George Williams was in the ash pit on 3rd road and I was on the 4th road. The steam roared out George shouted not to do it (I think?)   so I shut the cock and yanked the regulator open the engine flew back into the shed and I’m panicking trying to stop it. I had visions of a repeat of an incident with another fireman who went backward   couldn’t stop and ended up in the cabin (no casualties) only in my case I thought the River Avon was for me. The foregoing left me shocked and feeling sick.

‘Uncle’ Williams

As it happened I stopped about half way down the shed. I felt really sick and waited until I saw my driver Roy "UNCLE" Williams came in. I told him that I felt unwell and was going home. (Never said about what happened). He told me he would fire and drive both ways (he was a very large man). He insisted on it and did it and also told me not to say anything. As far as I’m aware nobody until now knew/knows about it - that is the type of footplate crews there were. Quite an amazing story – both driving and firing that driver deserved a medal!!

During the Freeze

One of my jobs was to go light engine to Midford during the 62/63 winter.   We had to go to and pull a passenger train in. The injectors on that train had frozen and they couldn't put water into the boiler and so they dropped the fire and waited for us. My driver was a northern chap -Davy Jones. We got to Midford and the shunter was there and coupled us up.   We had to run back tender first, it was a standard 4, we had a tarpaulin covering the gap between the tender and the engine, the firedoors open, I stood in front of the fire I was wearing a great coat,  a jacket, a dust jacket, overalls and a cardigan, shirt and vest and was still freezing. I had to lean over the side to give up the tablet (wrong way to put the catcher out). We got on the shed and I went to the cabin and thawed out----happy days.

Albert Williams

Albert Williams was a driver who wanted his foot plate kept spotless, when he got on his engine if it had been prepared he wanted to be able to eat his sandwiches in almost sanitised condition. He used to get on the plate even though it was clean go over it with an oily rag and use the slaking pipe to wash it down. He would go to work spotless and expect to go home the same. This particular night I was his fireman and we leave Bath for Westerleigh. We got as far as Mangotsfield and I went to shovel some coal and hit the firebox doors. I felt that my life was about to end, the coal went all over Alberts   shoes,   his overalls, and in the general area   around him. I went to pick it up apologising profusely and all he said was “Leave it , just leave it” I picked up a few lumps and went to wash the plate down and he said “We can sort it out at Westerleigh” On arrival at Westerleigh I brushed it up put the pipe round and started apologising again - he said said “Forget it” .   He never said anything about it at all after that. Albert was a real gentle quiet man but I was only about 17 expecting him to inflict some discipline. lolol
I realise that this is not strictly S & D but about a trip to Avonmouth.   I was booked to go to on the 6-27 PM freight to Avonmouth,   you went to Westerleigh dropped off part of the train there. (usually Stothart & Pitt crane etc.).   Then to pick up anything for Avonmouth docks which was then left in the yard at Avonmouth to be taken later to the docks. Our working then was to wait until later at Avonmouth , shunt your train and then work back to Bath. It was supposed to be a train of Fyffes bananas. It was a worry coming back because we had to go like maniacs down through Sea Mills in order to have enough speed to go up through Clifton Down tunnel. It was a heavy train, as Albert Williams was my driver I didn’t want a repeat performance of the coal incident, so I made sure the fire was right for the run back and i didn’t get thrown around while shovelling. We on the S & D were like family and I think today it still applies. Those of us that are left from Bath meet up 2 or 3 times a year and talk about the old days

Having some fun! Pranks and leg pulls

Along with a couple of others we got the call boys bike and tied it to the rafters. We’d got a loco and stood on the back of it and tied the bike up there then moved the engine, he wasn’t too happy!

Another time we put a detonator down the chimney of a steam raisers hut waited for the bang and panic. On another occasion we put some waste over the top of the chimney and watched them come out coughing and spluttering. What upset me over was that I got the blame for things even if I wasn’t there!

One day John Stamp and I ‘appropriated’ some cans of weedkiller and coming back to Bath we dropped them over the side and some of them burst. John, who was a keen gardener, and lived at Oldfield Park got a few of them home!

A popular pastime was when someone had prepared their loco was to go after them and "borrow the tools" for our loco. Another bit of "funning" was when someone was cleaning the fire (i.e.) taking the bars out we would stand by the side of the engine and ‘pee’ on the ashes it would then make the ashes smell which would drift into the cab. Another one was to pour tea on the tray over the firehole doors and whoever was bent over cleaning the fire would be sniffing stale tea - I may grow up one day!!

Cork Cutters (Fairies)!

It was a sunny Saturday afternoon and I was booked to fire the 1520 afternoon passenger to Templecombe with Ted Smith as my driver. While waiting at Bath Green Park to depart (I think we had an Armstrong locomotive) Ted was walking to the back of the engine and appeared to be saying something, when he came back to the cab he looked at me and smiled. He didn’t say anything so I said “What’s wrong”?, he didn’t reply. Ted was a top link driver so I didn’t argue, we got our rightaway and off we go. We got the tablet at the junction and I looked at Ted and he had his head over the side talking as he was looking back at the tender, said something then looked in front, By this time we’d almost reached Devonshire tunnel, again he looked back said something then watched the road. We came out of the tunnel and Ted looked back smiled but said nothing. Combe Down tunnel same procedure. This carried on until, when at Radstock, Ted got off walked to the tender mumbling something. I thought he must have overdone it on the cider, he was close to retiring a top link driver so I didn’t say anything. I had never seen or heard of Ted being drunk so I accepted it as age!!. We left Radstock, Ted was now ‘animated’, shouting at the buffer beam at the back.   We got to Midsomer Norton and it happened again. At this point I got off the engine and Ted asked me where I was going, I told him I was worried about his behaviour.   He said, “Can’t you see them”? “See what”? I said.    It was then that I realised he had been messing about, he told me the cork cutters always rode on the buffer beam and he was making sure they were safe!

More Cork Cutters

About eighteen months before in the bad winter 62/63   I used to have to walk to work because i didn’t have any transport.   I lived at that time in Batheaston which was about three miles from Bath. Any turn after midnight until 0700 in the morning I had to walk it as the last bus was at 1100 at night and first bus in the morning at 0630. The road at that time was unlit and you would hear things and wonder what it was. I was about seventeen and thought that I knew it all. The walk usually took me about an hour however the night the snow started it took me two hours walking to get home.

I was on the shed because the 23.29 Westerleigh goods didn’t run on Saturdays. Again it was John Sawyer who  came in . I left the shed to start walking towards Batheaston. As I was walking I heard strange noises,  I couldn’t hurry because the snow was too deep. A few weeks later, talking in the cabin I mentioned it . A few drivers including Ted Smith were in there, he said those noises were the cork cutters and they were talking about watching me get home ok. BUT because they watched me I owed my life to them and they could take any reward when they wanted to! I laughed but everyone there agreed he was right, it left me wondering but I then forgot about it. Fast forward by about eighteen months Ted had remembered but I forgot until then. I mentioned my thoughts about Teds parentage to him, we had a good laugh about it.

Meeting the Wife

I had to fire a train which was the 18.27 to Avonmouth . I think my driver was Charlie Hamilton. We had an 8f and went from the shed to the goods yard, when we got over there and were told we didn’t have a guard and there was no spare available. Therefore we got sent back to shed. that made us automatically spare, so me being a young lad eighteen years old thought there wasn’t anything to cover on the shed and all the mainline jobs were covered (i.e.) the 21.05 to Templecombe passenger. I thought perhaps if I ask the foreman (who I think was foreman/driver Jimmy Machin) nicely he might let me wander up the town for an hour. I asked him and was told to wait until the 20.30 relief   fireman (John Sawyer) comes in and you can go for an hour then. (It was a preparing and disposing job). John Sawyer came in and I saw Jimmy Machin and was told to be back at 22.00.

I wandered into town to see my mates in the ‘Crystal Palace’ to have a pint. I was sat chatting to them when two young ladies came in. I knew one of them (Rosie) and said hello  and exchanged a few pleasantries. They went to get a drink and I turned to my mates and said I’m going to marry her. They thought I meant Rosie I said “Oh no not her, her mate”. I hadn’t even spoken to her friend and they said some choice words about my sanity!! After all I didn’t know her at all. Rosie and her friend sat down and I started talking to her friend whose name was Janette, she preferred to be called Jan.   My mates were taking the rise out of me over my statement. As the night progressed but I found the nerve to ask her for a date, we agreed to meet on the Saturday we went out then for a fortnight.

I got back to shed about 23.00 and was sent home with my sheet signed for 2000.   Charlie had gone home and still got his 8hrs. I was a tearaway at the time and after 14 days Jan had had enough and called it a day for the next ten days. I couldn’t eat - only drink. I went to work and at one time my mind not on the job I slipped and put my hand in the fire but luckily only had singed the hairs on my hand. Eventually I saw Jan in the ‘Crystal Palace’ with Rosie and I summoned up the courage to ask her back out she agreed and I felt like I could have pulled the pines over the Mendips with my bare hands.   That was October 1964 and in March 1965 we were married . Jan and I have been married at the time of writing this (March 2015) for fifty years. John Sawyer has had the long running joke that if he hadn’t have come in that night I wouldn’t have met Jan and had four kids, so I should charge him maintenance!!!

Wot, no brakes!!

I remember one evening my driver – John Stamp and I were booked to work the 7. 05 p.m. passenger Bath to Bournemouth. We got relieved at Templecombe and I recall Bournemouth men worked it on. Our workings were for us to pilot our train back to the signal box, using a local Collet , release it and it would then go on to Bournemouth. Our engine for piloting had been used during the day and the fire had been "run down" because it was going to have its fire dropped. We were to take the loco to shed.. The boiler pressure had dropped to about 60lb, and there was very little pressure to work the steam brake. Having piloted our train to Templecombe Junction and uncoupled., we watched ‘our train’ on its way then made our way back light engine to the number 3 junction where we reversed.   From this junction there was a drop down to the shed so we had to go steady. We were going tender first down to the shed instead of as normally engine first. The working (duty) was for the engine to be left on the turntable and for us to get relieved and have our grub.

At number 3 junction John opened the regulator and headed off towards the shed. Very quickly John realised we had a problem, he shut off what steam we had , tried braking but nothing happened John said “ I hope the table is in place”, and I said, “So do I”!.   We came down to the table and were relieved to see that it was set for our road. On the far side of the table there were stop blocks. Out of control we went straight in over the table at about 4 or 5 mph (It seemed to me more like 50mph!!).   Just before we hit the blocks John said “Grab the tea can”, which I did.   We hit the block and fire irons, coal  and everything that wasn’t screwed down went everywhere. Fortunately neither of us were hurt. The staff in the cabin came running out to see two "idiots" stood on the plate covered in dust laughing like maniacs. They asked us what happened, John nonchalantly said “Brake failure” and we went into the cabin had our grub and then waited to work our train back to Bath.. We ever heard anything about it!

In this marvelous view of Templecombe shed taken in June 1962 by Mike Roach you can see the stop blocks (buffers) referred to by Ian Bunnet in his article 'Wot, no brakes'. Copyright

Boredom, Stamp, Bunnett = mischief

John and I had been working a coal train of about ten wagons back from, I think Writhlington. . It was a nice sunny afternoon at about four o’clock and we had got back as far as Midford where we had to stop as the signal was on. We knew there was a train to Templecombe due from bath at 4.20 ish.and once that went Midford should let us go onto the single line for Bath. However this train was about five minures late, and as a result we would also have to wait until the 4.37 b

Bath to Templecombe had gone before we could move. We were stopped by a grass bank with a lot of bramble and undergrowth. John said we’ll have to wait so let’s see if the bramble will burn, I was a bit cautious but John grabbed a shovel full of fire and threw the fire onto the bank. It most certainly burned, it was like an inferno. John said “I wonder how that happened”? The fire died down quickly it suddenly it burnt itself out and all it had done was to burn a patch about of about ten feet. As the train we were waiting for still hadn’t gone through John said there still a lot left let’s see if it will burn!!! He threw another shovel full of fire on it and this time really burning, it was out of control. As it happened the Templecome train went past and we were given the road so off we went. I asked John what happens if anyone says anything, he said must have been the other train as they were pushing it with the regulator wide open it must have been their hot ash that had done it. We got to Bath and the 4.37 train was just leaving - late. We didn’t hear anything about it but the notices did give out warnings about fires being started because of using the regulator too heavy!!!! .

The faithful steeds lined up ready for scrap. From a newspaper cutting from the Ian Bunnett Collection

Ian sits in the seat of a class 31 quite a few years ago. Copyright Ian Bunnett.

For our collection of pictures onwards to Templecombe and thence to Bournemouth see the section Evercreech to Bournemouth