NINETEEN SIXTY FOUR – PART 115
The King's Visit to Portland in 1936
Michael L. Roach
King Edward VIII was King of England for just 326 days in 1936, from 20 January to 10 December that year. He inherited the title from his father, being the eldest son, upon his father's death on Monday 20 January 1936. His father was George V who reigned for 26 years from 1910 to 1936. We read a little about Edward VIII in Part 112 when he paid a visit by train to South Wales to visit the “Special Areas.” This was a government initiative to regenerate depressed areas (nothing new there). A few weeks earlier Edward VIII had paid a visit to Portland in Dorset, also by train, because it was the natural way for the monarch to travel any distance up until then, although air travel was just starting to creep in. The King chose to travel by the Great Western route via Westbury, Yeovil and Weymouth. I don't get a chance to mention Portland in these columns very often so it is a good chance to recount the details of his outward journey from Paddington to Portland.
The route branches off the main line to Penzance at Castle Cary and then passes through Yeovil Pen Mill, Maiden Newton and Dorchester to Weymouth and Portland. The route was then double track all the way, but has long ago been singled from Castle Cary to Dorchester – a distance of 32 miles. I was a bit surprised to find that even the quieter part of the route from Castle Cary to Maiden Newton was open all night in 1936 six days a week only closing overnight Sunday – Monday. A Service Timetable for 1932 shows a number of freight trains grinding their way up to the summit at Yetminster Tunnel, such as 1.05am Bristol to Weymouth goods train; the 10.50pm (previous day) Paddington to Weymouth goods, which passed through Yeovil PM while the 1.05 Bristol was there shunting. In the other direction; the 12.20am Weymouth to Bristol goods train; the 4.30am Weymouth to Bristol goods train; the return Paddington goods departed Weymouth at 6.35pm; and there was also a milk train to Paddington at 3.55pm.
The following times come from the public passenger timetable for Summer 1932 and the service timetable for Area 3 which is Reading to Taunton and Thingley Junction to Weymouth also for Summer 1932. The last down passenger train was the 10.20pm Yeovil (Pen Mill) to Weymouth (arr. 11.15pm) and the first down train next day the 6.00am Dorchester to Portland, with the first longer distance train being the 6.00am from Bristol TM due Weymouth Town at 9.10am. Although the line was open continuously except for Sunday night – Monday morning, many of the boxes were switched out and others closed for a short period in the middle of the night e.g Evershot Box closed 3.00am to 5.30am/6.00am Mondays; leaving some very long sections. The reader can work out how long from the scan of the signal box list attached. Northbound freight trains were often banked up the 4-mile climb at 1 in 51 from Maiden Newton to Evershot. It can be seen that there was plenty of time to fit in the King's train during the night.
The King and his entourage travelled to Portland in four coaches which included a sleeping car and a dining saloon. It was the King's express wish that his rail journeys to both Wales and Portland be made as informal as possible. To that end the King's 4C were attached to the rear of the Paddington to Penzance newspaper and parcels train early on the morning of Thursday 12 November 1936. This left Paddington hauled by King-class engine 6029 “King Edward VIII” at 12.50am. At Westbury the 4C were detached and worked forward as a private special train leaving at 2.33am, and passing Yeovil PM around 3.10 to 3.15 am, before either of the down freight trains were due there. The train arrived at Portland at 4.20am where it was berthed in the goods yard, with the train engine kept on the train to provide steam heating. The train engine was not recorded but could have been one of Westbury's small number of Hall-class engines or a Churchward Mogul of which Westbury Shed had several examples
Sometimes a story like this remains half-written or just an idea for months, or even years. The thing that prompts the completion of such an article is often some barely connected or external occurrence. In this case it was the purchase, on Ebay, on 28 June 2026 of a GWR Service Timetable (i.e. WTT) from the 1930s covering Area 3 which is Reading to Taunton and Weymouth. This would tell me whether the line was open all night; the freight trains running through the night; and the opening hours for the signal boxes along the line. In the case of this article I was particularly interested in the 39 miles from Castle Cary to Weymouth.
The GWR Magazine recorded the King's trip to Portland in the following words in the December 1936 issue:
Last month the Great Western Railway was privileged to convey His Majesty King Edward VIII by rail from Paddington to Portland for the review of the Home Fleet, and to South Wales for his tour of the Special Areas. At His Majesty's request both journeys were made as informal as possible, and the Great Western Railway Company's ordinary rolling stock was used. In the case of the South Wales tour, the train was made the Royal headquarters during the two-day visit. The trains on both the journeys were in the charge of Mr. F.R. Potter, Superintendent of the Line.
Each of the Royal visits started with a night journey from Paddington station. For the Portland visit, four coaches, including a sleeping car and a dining saloon, were attached to the rear of the 12.50am Paddington to Penzance newspaper and parcels train on Thursday 12 November 1936 and the train was run as far as Westbury as a passenger train, drawn by the locomotive “King Edward VIII” (No. 6029).
At Westbury the four coaches were detached, and at 2.33am they were worked forward as a private special train. Portland was reached at 4.20am, and here the coaches were berthed in the goods yard. The engine was kept attached to the coaches to maintain the steam heating. Shortly after 9.00am the coaches were drawn to the down platform where the King, who had breakfasted in the saloon, alighted for the civic reception.
The return journey was made on Friday 13 November 1936. The coaches were attached next the engine of the 2.30pm ordinary passenger train from Weymouth, and at Westbury were transferred to a similar position on the 11.10am from Penzance to Paddington, which train made a special stop at Slough to enable the King to alight there. Teas was served on the journey.
POSTSCRIPT
It was interesting to read in Latest Input on Wednesday (15.07.2026) of Alan Peters move to Paddington for a short while in 2011. The GWR made similar staff moves in the 1930s when there was peak demand at some coastal sheds with drivers and firemen wishing to take their holidays with their children at a time when there were extra summer-dated trains to be run. In the Great Western's case the footplatemen came from sheds in the Valleys of South Wales and were sent to sheds like Weymouth for six to eight weeks, The men could be spared because of reduced demand for coal in summer.
The route branches off the main line to Penzance at Castle Cary and then passes through Yeovil Pen Mill, Maiden Newton and Dorchester to Weymouth and Portland. The route was then double track all the way, but has long ago been singled from Castle Cary to Dorchester – a distance of 32 miles. I was a bit surprised to find that even the quieter part of the route from Castle Cary to Maiden Newton was open all night in 1936 six days a week only closing overnight Sunday – Monday. A Service Timetable for 1932 shows a number of freight trains grinding their way up to the summit at Yetminster Tunnel, such as 1.05am Bristol to Weymouth goods train; the 10.50pm (previous day) Paddington to Weymouth goods, which passed through Yeovil PM while the 1.05 Bristol was there shunting. In the other direction; the 12.20am Weymouth to Bristol goods train; the 4.30am Weymouth to Bristol goods train; the return Paddington goods departed Weymouth at 6.35pm; and there was also a milk train to Paddington at 3.55pm.
The following times come from the public passenger timetable for Summer 1932 and the service timetable for Area 3 which is Reading to Taunton and Thingley Junction to Weymouth also for Summer 1932. The last down passenger train was the 10.20pm Yeovil (Pen Mill) to Weymouth (arr. 11.15pm) and the first down train next day the 6.00am Dorchester to Portland, with the first longer distance train being the 6.00am from Bristol TM due Weymouth Town at 9.10am. Although the line was open continuously except for Sunday night – Monday morning, many of the boxes were switched out and others closed for a short period in the middle of the night e.g Evershot Box closed 3.00am to 5.30am/6.00am Mondays; leaving some very long sections. The reader can work out how long from the scan of the signal box list attached. Northbound freight trains were often banked up the 4-mile climb at 1 in 51 from Maiden Newton to Evershot. It can be seen that there was plenty of time to fit in the King's train during the night.
The King and his entourage travelled to Portland in four coaches which included a sleeping car and a dining saloon. It was the King's express wish that his rail journeys to both Wales and Portland be made as informal as possible. To that end the King's 4C were attached to the rear of the Paddington to Penzance newspaper and parcels train early on the morning of Thursday 12 November 1936. This left Paddington hauled by King-class engine 6029 “King Edward VIII” at 12.50am. At Westbury the 4C were detached and worked forward as a private special train leaving at 2.33am, and passing Yeovil PM around 3.10 to 3.15 am, before either of the down freight trains were due there. The train arrived at Portland at 4.20am where it was berthed in the goods yard, with the train engine kept on the train to provide steam heating. The train engine was not recorded but could have been one of Westbury's small number of Hall-class engines or a Churchward Mogul of which Westbury Shed had several examples
Sometimes a story like this remains half-written or just an idea for months, or even years. The thing that prompts the completion of such an article is often some barely connected or external occurrence. In this case it was the purchase, on Ebay, on 28 June 2026 of a GWR Service Timetable (i.e. WTT) from the 1930s covering Area 3 which is Reading to Taunton and Weymouth. This would tell me whether the line was open all night; the freight trains running through the night; and the opening hours for the signal boxes along the line. In the case of this article I was particularly interested in the 39 miles from Castle Cary to Weymouth.
The GWR Magazine recorded the King's trip to Portland in the following words in the December 1936 issue:
Last month the Great Western Railway was privileged to convey His Majesty King Edward VIII by rail from Paddington to Portland for the review of the Home Fleet, and to South Wales for his tour of the Special Areas. At His Majesty's request both journeys were made as informal as possible, and the Great Western Railway Company's ordinary rolling stock was used. In the case of the South Wales tour, the train was made the Royal headquarters during the two-day visit. The trains on both the journeys were in the charge of Mr. F.R. Potter, Superintendent of the Line.
Each of the Royal visits started with a night journey from Paddington station. For the Portland visit, four coaches, including a sleeping car and a dining saloon, were attached to the rear of the 12.50am Paddington to Penzance newspaper and parcels train on Thursday 12 November 1936 and the train was run as far as Westbury as a passenger train, drawn by the locomotive “King Edward VIII” (No. 6029).
At Westbury the four coaches were detached, and at 2.33am they were worked forward as a private special train. Portland was reached at 4.20am, and here the coaches were berthed in the goods yard. The engine was kept attached to the coaches to maintain the steam heating. Shortly after 9.00am the coaches were drawn to the down platform where the King, who had breakfasted in the saloon, alighted for the civic reception.
The return journey was made on Friday 13 November 1936. The coaches were attached next the engine of the 2.30pm ordinary passenger train from Weymouth, and at Westbury were transferred to a similar position on the 11.10am from Penzance to Paddington, which train made a special stop at Slough to enable the King to alight there. Teas was served on the journey.
POSTSCRIPT
It was interesting to read in Latest Input on Wednesday (15.07.2026) of Alan Peters move to Paddington for a short while in 2011. The GWR made similar staff moves in the 1930s when there was peak demand at some coastal sheds with drivers and firemen wishing to take their holidays with their children at a time when there were extra summer-dated trains to be run. In the Great Western's case the footplatemen came from sheds in the Valleys of South Wales and were sent to sheds like Weymouth for six to eight weeks, The men could be spared because of reduced demand for coal in summer.
Photo of 6029 King Edward VIII as it looked in 1936
List of Signal Boxes between Yeovil and Weymouth in Summer 1932
Many thanks as always Mike, and glad to hear you enjoyed Alans photos too.
For more of Michaels articles, please click here.
For more of Michaels articles, please click here.
The West Somerset Railway
Mick House
Photographs from a visit to the WSR on 11.06.2026 (click for enlargements and captions - all images copyright Mick House).
Many thanks Mick, a lovely railway well cared for by its volunteers.
Thursdays Clay
Tony Shore & Jon Hird
66759 stabled in Par Chapel Siding having arrived with 4 JIA's from Treviscoe. 16.07.2026, copyright Tony Shore.
With the afternoon driver in the seat, 66759 passes Respryn with its 4 wagons in tow. These will be added to the 11 at Exeter Riverside which arrived on Wednesday from Par Harbour, and the train of 15 will make its way to Cliffe Vale for unloading. 16.07.2026, copyright Jon Hird.
66759 continues on, crossing East Largin viaduct. 16.07.2026, copyright Tony Shore.
Many thanks Tony.
July 1976
Part 17
Roger Winnen
D1054 Western Govenor departs Penzance. 21.07.1976, copyright Roger Winnen.
D1005 Western Venturer arrives at Penzance. 22.07.1976, copyright Roger Winnen.
D1058 Western Nobleman at Marazion. 22.07.1976, copyright Roger Winnen.
D1058 Western Nobleman at Penzance Station. 22.07.1976, copyright Roger Winnen.