Taunton to Chard
Summer 1962 service for the Taunton to Chard branch - the last period for which the branch operated.
Oh dear, its closed - from the winter 1962/63 timetable. The line closed 10th September 1962
N.B. Donyatt Halt lay between Chard and Illminster.
Taunton
Taunton An 82XXX probably the Chard branch engine . 23rd April 1962 Copyright Sid Sponheimer This image from a badly damaged negative.
Thornfalcon Three and half miles from Taunton
Thornfalcon station on the Monday 23rd April 1962 Copyright Sid Sponheimer
The B&ER opened a station to serve Thornfalcon village in 1871. Originally named 'Thorne Falcon', it was renamed 'Thorn' by the GWR in July 1890, but was renamed again to 'Thornfalcon' on 1 January 1902.. After passenger services were withdrawn the goods yard remained open for nearly two more years, finally closing on 6 July 1964. Just one wooden platform was provided, but this was later rebuilt in concrete. The station has been demolished to make way for the A358. However a nearby road bridge over the route has been designated as a Grade II listed building. Ref Wilkipedia
Thank heavens John Cornelius had the forethought to take the view before the bulldozers moved in. Copyright.
An old footpath crossing gate found near Thornfalcon by Rob Lindley Dual carriageway beyond. N.B. Thought to be just to the south of the old station site. August 2016 Copyright Rob Lindley
Old foot crossing gate, Thornfalcon. August 2016 Copyright Rob Lindley
Post received from John Cornelius on 20th August 2016. Hi Keith,further to Rob Lindley's query about the kissing gate at Thornfalcon, I went and had a look around this afternoon. I never knew it was there even though it is visible by the road side.
I've taken a few pics and put some dotted lines in as to where the line more or less ran.
Pic 2] I've put the bridge in, in dots, to show roughly where it would have been.
pic 3] looking across the dual carriageway and roughly the course of the line L to R.
PIC 4] From the field looking across the dual carriageway. The original road ran beside the
building in the background which was once Thornfalcon school, before swinging left up the embankment to cross the bridge,which would have been to the left in the pic.
pic 5] looking up the dual carriageway with the gate prominent and roughly the route of the line in dots.
Perhaps you could pass this info and pics onto him to help him clarify the situation.
enjoy cheers JOHN C
I've taken a few pics and put some dotted lines in as to where the line more or less ran.
Pic 2] I've put the bridge in, in dots, to show roughly where it would have been.
pic 3] looking across the dual carriageway and roughly the course of the line L to R.
PIC 4] From the field looking across the dual carriageway. The original road ran beside the
building in the background which was once Thornfalcon school, before swinging left up the embankment to cross the bridge,which would have been to the left in the pic.
pic 5] looking up the dual carriageway with the gate prominent and roughly the route of the line in dots.
Perhaps you could pass this info and pics onto him to help him clarify the situation.
enjoy cheers JOHN C
Picture (1) Copyright John Cornelius
Picture 2 20th August 2016 Copyright John Cornelius
Picture 3 Copyright John Cornelius
Picture 4 (Old Thornfalcon School in the background) Copyright John Cornelius
Picture 5 Copyright John Cornelius
John has done a sketch of Thornfalcon roads how it was and with the dual carriageway. The red line shows the old road coming up and over the rly then passing the school then crossing to run along what is the now the down lanes,past the farm and the pub before crossing over up to Ash Cross. From the pub up to Ash Cross the road was in a cutting and the the turning for Langport was just an ordinary junction. Since the dual carriage way was built, the junction has been controlled by traffic lights. For sometime the former goods yard was used by a waste paper company,closing when the dual carriage way was built. Here endeth the lesson,hoping you gleaned some knowledge from it. cheers JOHN C
Sketch of the area kindly sent by John Cornelius
Hatch Six and a half miles from Taunton
A view from the train of Hatch. A few passengers in evidence. Monday 23rd April 1962 Copyright Sid Sponheimer
2nd June 1984 the Cornwall Railway Society, on one of its minibus outings, came across Hatch Station. Here are a few views of the station then in use as a builders yard. Copyright Roger Winnen
Hatch Station 2nd June 1984 Copyright Roger Winnen
Hatch Station 2nd June 1984 Copyright Roger Winnen
Hatch The platform edge is clearly visible. Copyright Keith Jenkin
An 'end elevation' of the goods shed at Hatch Station. Note one archway was closed in and a window fitted after closure by British Rail. In construction many years ago no detail was missed - luckily the circular window at the apex survived. 2nd June 1984 Copyright Roger Winnen
Ilton Halt Nine and a half miles from Taunton
Yes, it's just a bridge, it was on the Chard branch, but what a study of perfectly cut stone. Ilton Halt closed 10th September 1962, this picture was taken almost twenty years after the last train. Further information is that Ilton Halt was served by a footpath which emerged onto the public highway on the left just where the car is parked. The road straight ahead is for Chard, to the left for Taunton. Copyright John Cornelius.
Ilton railway bridge. The long forgotten Ilton Halt lay on a footpath off to the left. Copyright John Cornelius.
Ilton Halt Monday 23rd April 1962 Copyright Sid Sponheimer
Ilton Halt lay about half a mile south of the village of Ilton, north of the village lay Merryfield aerodrome. The airfield served as a bomber base in World War II, reopened as HMS Heron II, RNAS Merryfield and was then used for helicopter training. Copyright John Cornelius The platform from Ilton Halt now forms Cranmore West on the East Somerset Railway.
Ilminster Eleven and a quarter miles from Taunton
Collett 5700 class 0-6-0PT no. 4622 departs from Ilminster with a Taunton to Chard service on 18/8/62. 4622 was a Taunton based loco from January 1962 until January 1964.
[Mike Morant collection]
Illminster 22nd April 1962 Copyright Sid Sponheimer
On 6th June 1981 - on a minibus outing we called at 810606bq Illminster Station, we weren't, made all that welcome - so a quick picture and off!! Copyright Roger Winnen
Donyatt Halt Twelve miles from Taunton
Donyatt Halt Monday 23rd April 1962 Copyright Sid Sponheimer
Donyatt Halt on the Stop Line Way. Picture copyright Kim McMillan-Staff
What a lovely job they have done of the restored Donyatt Halt - now part of the Stop Line trail which is in turn part of the SUSTRANS National Cycle Network. For more information on the Halt see www.donyatt.com Copyright Kim McMillan-Staff
The restored Donyatt Halt in 2011.Note the line of heavy concrete blocks, part of the 'Stop line' intended to prevent any invasion during World War Two getting any further. Thankfully they were never needed. Copyright Kim McMillan-Staff
The scene on Monday 23rd March 2015, the station has gained a fixed distant signal. Note the double track width of the bridge, never of course needed. Copyright Mike Roach
A 'close up' of Doreen who having been delivered from London as an evacuee when war was declared awaits collection by her carer. 23rd March 2015 Copyright Mike Roach
An extract of Doreen's story from the excellent information boards provided on site. Picture by Mike Roach.
A picture copied from the excellent public notice board at the halt depicts a typical Chard bound train running in alongside the platform. Note the lack of tree cover over the line. Picture of the picture by Mike Roach
Another picture taken of the excellent public notice board at the site shows anti-tank cubes, some of these can be seen in the pictures above. Picture by Mike Roach
Chard Central Fifteen and a quarter miles from Taunton
There were two Chard Branch Linesserving the town of Chard in Somerset, England. One was a northward branch, opened in 1863, from the Salisbury to Exeter main line, and the other, opened in 1866, ran south-eastwards from the Bristol – Taunton main line. Each branch had its own Chard passenger station at first, although the two lines connected in Chard.
Although the town had an important history, it was declining during the second half of the twentieth century and the branch lines retained a rural character.
They were operated as a single entity from 1917, but finally closed to passenger traffic in 1962, and to goods traffic in 1966.
Although the town had an important history, it was declining during the second half of the twentieth century and the branch lines retained a rural character.
They were operated as a single entity from 1917, but finally closed to passenger traffic in 1962, and to goods traffic in 1966.
From the Mike Morant Collection
From the Mike Morant Collection
From the Mike Morant Collection
From the Mike Morant Collection
A Taunton bound train waits at Chard Central in 1959. Copyright Derek Buttivant
Chard Central Some activity on the platform. It looks like the lady heading away was one of the passengers. It is the 23rd April 1962 Copyright Sid Sponheimer
GWR Collett 5700 class 0-6-0 pannier tank no. 8783 at Chard Central station on 8/9/62 which was the last day of passenger services to Taunton.
[Mike Morant collection]
[Mike Morant collection]
Collett 5700 class pannier tank no. 9647 has just left Chard Central with a train bound for Chard Junction on 30/6/62. A note on the slide mount states that carriage is a converted slip coach. Chard Central would close to passenger trafic in the following September.
[Mike Morant collection]
[Mike Morant collection]
Something special about the picture above Neil Phillips
The single coach train in Mike Morant’s colour photo of 57xx pannier tank 4663 on the last day of the Taunton to Chard line shows a Hawksworth Brake Composite (BCK) vehicle in chocolate & cream livery in 1962 (a deliberate choice for the last day’s service?) As far as I’ve been able to find out there were only five Hawksworth vehicles in this livery at that time, all BCKs (ignoring the SK-based Dynamometer Car DW150192). Actually that classification is not entirely correct – W7372/7W were ‘proper’ BCKs but the other three – W7374/5/6W – were former slip coaches converted from this type in the 1950s but made redundant in 1960 when slip workings ceased. For this purpose they lost their corridor connections (so became BCs?) and were equipped with guard’s slip compartments at both ends, which changed the window arrangement at the passenger end. For this reason I’m certain the vehicle behind 4663 is one of the three former slip coaches which were demoted to branch line duties. These originally carried BR coaching stock roundels but this seems to have gone absent on this one since its relegation, which seems a bit mean!
The two ‘proper’ chocolate & cream BCKs were remarkable vehicles, one with a Cornish connection. They were outshopped by Swindon in 1948 in full GWR livery and used as brake and support coaches for the Royal Train, with the occasional run to special events such as the Newbury Races, being kept under cover at Old Oak Common when not in use. In 1957 they were fully repainted into the similar but simpler BR(WR) chocolate & cream livery (without BR roundels in this case) and continued in such use until eventually released to normal traffic in the early-mid 1960s, one further prestige duty being brake vehicles for the South Wales Pullman substitute set. They were withdrawn in late 1965 without ever carrying carmine & cream or maroon liveries like the rest of the Hawksworth coach fleet. Both went into preservation, 7372 ending up with GWR saddle tank 1363 at Bodmin General for many years (at least the GWS didn’t have to repaint it!) – both are still together at Didcot, while 7377 is at Buckfastleigh.
For b&w photos of the last slip coach working with W7374W and a great colour shot of the two ex-Royal BCKs together in normal service at Newport in 1965 visit this interesting website: http://www.robertdarlaston.co.uk and scroll down the ‘Railways 50years ago’ and ‘Railways5’ sections respectively.
Best regards,
Neil Phillips
(PS Not bad for a diesel enthusiast, eh?! I happen to have latched onto this subject at the beginning of this year when I saw a b&w photo of one of the ex-Royal vehicles leading the South Wales Pullman at Cardiff in 1965 and couldn’t figure out what two-tone livery it could have been in as late as 1965. Internet searches proved surprising…..I had no idea 1363’s companion at Bodmin General was so ‘well-connected’!!)
Many thanks Neil for this vast amount of detail - your time and trouble much appreciated.
The single coach train in Mike Morant’s colour photo of 57xx pannier tank 4663 on the last day of the Taunton to Chard line shows a Hawksworth Brake Composite (BCK) vehicle in chocolate & cream livery in 1962 (a deliberate choice for the last day’s service?) As far as I’ve been able to find out there were only five Hawksworth vehicles in this livery at that time, all BCKs (ignoring the SK-based Dynamometer Car DW150192). Actually that classification is not entirely correct – W7372/7W were ‘proper’ BCKs but the other three – W7374/5/6W – were former slip coaches converted from this type in the 1950s but made redundant in 1960 when slip workings ceased. For this purpose they lost their corridor connections (so became BCs?) and were equipped with guard’s slip compartments at both ends, which changed the window arrangement at the passenger end. For this reason I’m certain the vehicle behind 4663 is one of the three former slip coaches which were demoted to branch line duties. These originally carried BR coaching stock roundels but this seems to have gone absent on this one since its relegation, which seems a bit mean!
The two ‘proper’ chocolate & cream BCKs were remarkable vehicles, one with a Cornish connection. They were outshopped by Swindon in 1948 in full GWR livery and used as brake and support coaches for the Royal Train, with the occasional run to special events such as the Newbury Races, being kept under cover at Old Oak Common when not in use. In 1957 they were fully repainted into the similar but simpler BR(WR) chocolate & cream livery (without BR roundels in this case) and continued in such use until eventually released to normal traffic in the early-mid 1960s, one further prestige duty being brake vehicles for the South Wales Pullman substitute set. They were withdrawn in late 1965 without ever carrying carmine & cream or maroon liveries like the rest of the Hawksworth coach fleet. Both went into preservation, 7372 ending up with GWR saddle tank 1363 at Bodmin General for many years (at least the GWS didn’t have to repaint it!) – both are still together at Didcot, while 7377 is at Buckfastleigh.
For b&w photos of the last slip coach working with W7374W and a great colour shot of the two ex-Royal BCKs together in normal service at Newport in 1965 visit this interesting website: http://www.robertdarlaston.co.uk and scroll down the ‘Railways 50years ago’ and ‘Railways5’ sections respectively.
Best regards,
Neil Phillips
(PS Not bad for a diesel enthusiast, eh?! I happen to have latched onto this subject at the beginning of this year when I saw a b&w photo of one of the ex-Royal vehicles leading the South Wales Pullman at Cardiff in 1965 and couldn’t figure out what two-tone livery it could have been in as late as 1965. Internet searches proved surprising…..I had no idea 1363’s companion at Bodmin General was so ‘well-connected’!!)
Many thanks Neil for this vast amount of detail - your time and trouble much appreciated.
860906a The CRS Mini Bus at Chard Central, for tyre changing It just so happened that somebody following us had noticed that the inner tyre on one of the rear wheels had deflated. They kindly stopped to point out this problem to us (It hadn't been noticed in the handling by the driver KJ). It was a coincidence that Chard Central station was by then in use by Watts Tyre distribution. Out came another 'somebody' complete with a jack and changed our wheel - free of charge as I recall. Those were good days! However this picture gives an excellent view of the station complete with a train shed over the platform. The ends of the trainshed had been filled in by this time but the interior of the station remained largely complete - most excellent. Copyright Roger Winnen
920606c Inside the former Chard Central Station. Copyright Roger Winnen
920606c Detail of the signs, the roof, and the tyre stock at the former Chard Central Station. Copyright Roger Winnen
Chard station (Unchanged since our last visit in 1992) 31st October 2017 Copyright Mike Bojko
Chard station 31st October 2017 Copyright Mike Bojko
Chard Junction Eighteen and a half miles from Taunton
Chard Junction Pannier tank & Maunsell coaches Chard Jn. Ready for departure to Taunton in 1959. Copyright Derek Buttivant
Chard Junction, the branch platform on 23rd April 1962 Copyright Sid Sponheimer
This would have been the 7.26PM to Taunton. Courtesy John Cornelius
Chard Junction branch platform . On the 13th May 1978 we find the station nameboard still in place. Copyright Roger Winnen
Chard Junction station, main line, on the 13th May 1978 The line from Chard ran in to a separate terminal platform situated across the approach road to behind this main station building. There was no direct connection on to the branch from the main Exeter - Salisbury line, trains had to traverse a connecting link into the terminal bay and then reverse.
Copyright Roger Winnen
The signalbox an up platform at Chard Junction. 13th May 1978 Copyright Roger Winnen
A detailed view of the LSWR signalbox at Chard Junction on the 13th May 1978. There was a ground level L&SWR signalbox at the divergence of the branch and the link line. The link line connected into the up sidings at Chard Junction. The points for the link line were worked by the branch box, which was released by the main line box. (The branch box was demoted to being a ground frame in 1935). The Main lIne box also worked the points connecting the Up Sidings from the Up Main. Thanks to Chris Osment of Rail West for this information. Copyright Roger Winnen
Just across the main line at Chard Junction lay the milk depot. Here is a 1959 photograph taken by Derek Buttivant
