150th anniversary of the Somerset & Dorset Railway

Mike Beale’s article on this subject, recently featured in Back Track Magazine, was lavishly illustrated by photos from the Trust archive, with detailed captions by Russ Garner and David Milton.

For those of you who missed the piece, the photos are presented here.

1. S&DR 2­4­0 No. 9 at Evercreech station c1870. Built by George England & Company at Hatcham Iron Works, New Cross, London, in 1863 at a cost of £2,550 each Nos. 9 and 10 differed from the original series of eight locomotives in that they had wider cylinders, a longer wheelbase, a larger raised firebox and, most noticeably, they were blessed with a spacious cab that offered protection against the elements. The original SCR line was broad gauge and worked by the B&ER, but when the SCR headed toward standard gauge amalgamation with the DCR the B&ER forced the SCR to lay a broad gauge third rail to Bruton. This picture clearly shows that the third rail had since been removed – the last B&ER train ran in 1868 – and that point rodding had taken its place, but it is difficult to discern whether the remaining rails rest upon a baulk road or cross sleepers. The tracks to the right look to be converging, thereby suggesting that a middle road was in existence. Station staff and crew pose by the engine positioned (on the wrong road) beside the store and Up platform shelter, possibly during shunting duties given that the engine displays the head code for goods working. Positioned by the smokebox is one of the re-railing jacks whilst the second jack lies between the rails, hinting at a possible mishap.

2. 0­6­0 No. 35 entering Blandford, probably during August 1892. The first batch of six locomotives (Nos. 33-38) were built by Neilson & Co. of Glasgow in 1878 and were known as “Scotties”, a nickname attributed to the whole of the class even though the following twenty-two locomotives were all built by the Vulcan Foundry. In 1889 No.35 received a Johnson boiler of a similar pattern and by the end of 1890 it had been vacuum fitted, as were the whole class, so as to cater for passenger duties. With their 2,200 gallon tenders they would have an approximate water radius of 55-65 miles and, based on passenger duty classifications for 1917-1923, the Scotties were capable of hauling up to 140 tons. The ten-coach Bath to Bournemouth West fast passenger train, with two Midland Railway passenger brake vans and a possible saloon at the rear, draws into Blandford. The signalman and the fireman successfully exchange their tablets, the “pouch” duly looped over the respective arms, each suitably packed with newspapers, or the like, to dampen the impact, decreed to be at 10mph (4mph at night). With two minutes allotted for stops at the main stations along the route it is possible that water might have been taken on prior to the scheduled 4.05pm departure. During 1892-3 parts of Blandford station were being remodelled. The Up platform awning was in the process of being extended and awaits its roof, whilst the squat S&DJR Type 1 signal box would be superseded by a new S&DJR Type 2 signal box at a position almost opposite on the Down platform in September 1893.

3. An unidentified rebuilt Fowler 0­6­0 poses beside the Up platform at Blandford with station staff and a handful of passengers, whilst the shunting horse straddles the Down line c1900. In 1874 six 0­6­0 goods locomotives were ordered from (John) Fowler & Co. of Leeds in readiness for the opening of the Bath Extension, but by the early 1890s these locomotives were working the easier gradients south of the Mendips. Apart from No.19 (rb.1888) these locomotives were rebuilt during 1892-3 utilising Midland Railway fittings, whilst retaining their distinctive Stirling-style cabs. Devoid of shadows it is difficult to identify the Up goods in question, but only one of three goods services would allow sufficient time for the cameraman and shunting horse to be safely manoeuvred on to the running lines, thereby depicting the Wimborne to Templecombe (Lower) through goods. Arriving at 10.43am it allowed the Down stopping goods to enter the yard at 10.52am before having to make way for the Bournemouth to Bath fast passenger to call at 10.55am, after which the through goods could safely continue its journey at 11.10am. Perched above the Down platform the signal box sits upon a tall narrow brick base, which commands greater visibility than its 1893 predecessor, whilst allowing the goods line at the rear to pass without hindrance. At 10.45pm on 23 June 1906 a lightning strike and subsequent fire burnt out the signal box – the signalman, Charlie Whiting, was rumoured to have been in the local pub at the time as there were no trains due – and in its place, utilising the brick base, a contemporary S&DJR Type 3 signal box was rebuilt. During 1901 the station layout underwent further modifications when the line to the south was doubled as far as Bailey Gate. In 1919 a 1½ mile spur was laid immediately south of the station complex to serve a military camp to the northeast but was little used after 1921 and was subsequently lifted in 1928.

4. Wincanton station looking north toward Cole c1900. A handful of passengers and strategically placed items of luggage await the next arrival whilst station staff pose under the platform canopy. Close to the Down Home signal two gangers inspect the track. By the time the station was built Wincanton already had a town gas supply and the station took advantage it for lighting. Prior to this part of the line being doubled in 1884 the original station layout had staggered platforms where passengers crossed at rail level. When the station layout changed the Up platform was lengthened and access was by the wooden lattice bridge, although station staff still used the original rail level crossing – with obvious care and under the watchful eye of the signalman – the location of the milk churns enforcing the point. During the 1920s a pre-cast concrete hut appeared on the loading dock whilst metal fencing replaced wood on the platforms, the bridge being replaced during the first half of 1937 with a Southern Railway pre-cast structure. Over the years sidings were added, culminating with the double Cow & Gate siding in 1933, which increased the number of levers in the signal box to 14. As well as milk traffic Wincanton also handled a number of horse boxes with the opening of the racecourse in 1929, races prior to then being of the point-to-point.

5. Rebuilt small Johnson 4­4­0 No. 68 approaches platform 1 at Bournemouth West with a Stopping Passenger on Monday 28 March 1910. Built at Derby for the S&DJR in January 1896 the small (5ft 9in coupled-wheels) 4­4­0 was rebuilt in May 1908 when it received a shortened Johnson ‘H’ pattern boiler (so as to cater for the smaller design) albeit with the Deeley vertical tube layout, Ramsbottom safety valves, the dome placed well forward, a flowerpot chimney with capuchon and Johnson’s final pattern smokebox door with wheel and polished strap hinges. The frames were also lengthened at the rear, which accommodated a cab that was a hybrid of Johnson-Deeley design. The tender also underwent modification having its capacity increased to 2,600 gallons, whereas the provision of coal rails may have occurred just prior – possibly when the change to a simplified Deeley-style livery took place from late 1906. The leading five vehicles were a typical 6-wheel S&DJR main line ‘set’ (van, third, first, third, van) to which a Midland Railway bogie composite and 6-wheel van from Derby were attached at the rear, forming the 1.25pm service from Bath that arrived at 5.47pm. The appearance of 6-wheel ‘sets’ on the main line diminished during the lead up to WWI by which time the S&DJR had built eleven bogie ‘sets’ (brake third, composite, composite, 6-wheel van) all being of non-corridor design; nevertheless, the old 6-wheelers could still be pressed into service when circumstances dictated.

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