Alexander Seal

Passenger Trains

Freight - 7F, 8F

Local - 2-6-4T 4MT, 4F, 5MT, Black 5, 9F, BR 4 4-6-0, 8F

 

 

The Pines Express

The Southern Region Locals

Maunsell coaches on the S&D by Philip Chopping (Bulletin 152)

BSK, CK, BSK (+SK in Summer)

0700 Templecombe - Bath Green Park (0842) [Rear]
0650 Bournemouth - Bath Green Park (1046)
1200 Templecombe - Bath Green Park (1335)
1615 Templecombe - Bath Green Park (1759)
1540 Bournemouth - Bristol Temple Meads (1944)
1850 Bournemouth - Bath Green Park (2221)

0815 Bath Green Park - Templecombe (0953)
53807 44558 ? Bath Green Park 6 Jun 1964 S&DRp1 Loco positioning move.
             
1310 Bath Green Park - Templecombe (1448)
- 48309 [BSK, CK, BSK] (Green) Bath Green Park 9 Oct 1965 S&DRp1  
- 82041 [BSK, CK, BSK] (Green) Bath Green Park 13 Nov 1965 S&DRp1  
1802 Bristol Temple Meads - Bournemouth (2231)
1905 off Bath Green Park?
- 76007 ? Bath Green Park 22 Aug 1961 S&DRp1  
             
             

0903 Bristol Temple Meads - Bournemouth (1254)

1520 Bath Green Park - Templecombe (1703)
1637 Bath Green Park - Templecombe (1816)

The Midland Region Locals

BSK,CK,SK,BSK

1140 Bournemouth - Bristol Temple Meads (1448)
1310 Bournemouth - Bristol Temple Meads (1714)

0605 Bristol Temple Meads - Bournemouth (1044)
1535 Bristol Temple Meads - Bournemouth (1923)

The Binegar Local

2LM Non Corridor

0700 Templecombe - Bath Green Park (0842) [Front]
1805 Bath Green Park - Binegar (1857)
1910 Binegar - Bath Green Park (2003)
2225 Bath Green Park - Templecombe (0005)

Specials

Coaching Stock On The S&D l950 - 1966.

Variety of motive power is a feature by which many people explain their affection for the S & D, yet the types of coaches that worked over the line were even more diverse and represent an interesting aspect of tlie railway on which people seldom comment. More with the interests of the modeller than the historian in mind, I have scoured the photographs in the 'standard' books on the S & D to establish just howv wide a range of stock was used in BR days. This article is a summary of that search - it's obviously far from a comprehensive survey, and readers may be able to fill some of the gaps.

As one migh expect, LMS types dominated in the make-up of interregional trains, with tee accent on Stanier steel-panelled stock. Corridor 3rds and brake 3rds there were in abundance, but it is difficult to tell from the photographs what proportions of open stock firsts and composite, night be included in a train. What seems to be a composite is clearly shown at the head of the train in one photograph (Peters no. 169), this is a Stanier design of the post-war 'Portbole' stock variety. Photo no. 51 in the same book seems to show a corridor (?) brake compo, ,with lavatory separating firsst and third class sections. Fifth from the front in & shot of the down 'Pines' (Atthill p 93.) is what looks suspicously like a Stanier 68' Kitchen/3rd diner, available to modellers as a BSL kit requiring 6 wheel bogies - was this the only type of restaurant stock emplloyed over the line at this time? Stanfer designs did not alone represent the LMS. Fairly common were LMS types f.rom the 'transitional' period of design practice, when Wolverton was switching from wooden bodies with full panelling to sheet steel sides and ends, between 1929 and 1932. These featured large picture windows with distinctivd squared corners a number of wihich were capable of opening as dropilights - somewhat draughty for the unfortunate passenger lumbered with a 'fresh air fiend' fellow traveller! For the modeller whose nerves will bear the panelling detail involved, what better prototype than the second vehicle in the down Pines of 4.7.53 (Peters, no. 37> seemingly a side-corridor coach in the range of 1924-29 standard stock, for hich plans are available in Historic Carriage Drawings in 4mm scale (P.4)? or the leading vehicle in the same train (better sho'm in Smith - 3rd photo between 1924-25): an open 3rd of the same virntage Historic Carriage Drawings, P.6)? For a 'quickie' of such a vehicle the modeller might attempt a Plastihard panelling overlay on a BSL steel panelled open 3rd this would provide a most usefull vehicle, since such coaches appear to have been often used to strengthen a formation by attachment at the front of a train.

So much for the LMS. From even further afield would come a range of Gresley 61' 6" panelled stock of the appearcance beloved by our Carriage and Wagon Superintendent. I am loath to attempt analysis of the dfferent types that made their way onto the line the foreshortened views provided by photographs of trains tend to obscure window arrangements and thus prevent identification. However, it is clear that both side corridor and end vestibule open vehicles worked over the line the two leading -:ehicles on the last dowrn 'Pines' both have the appearance of end vestibute open 3rds.

a good fi~st attem)t for the scratch-builder wbo doesn't fancy the Hornby version. The INEl. also furnished two carriage ty)es for t ·--e 'rare birds' de~artment. Both a?)ear in Ivo ?eters 1 book , and the first is No.42, i~ which the second and third vehicles of the trai~ are steel-Janelled Gresley articulated coaches brake 3~d ~allowed by full third . O~iginally built in 1935, they were intended for 1 interval' services to Leeds ar.d Gr~msby 20 years later they a:-e seen graci~g a Bournemouth -Bri stol train far fror;1 thei:: native '1.eath. The second rarity is Jhoto no.120, with 53806 on a :kl sall relief made up of LNER stock. Again ou~ quarry is an articulated set, second and third in the train: a )air of steel- J&nelled Tourist stock twin 3rds by Gresley; these originally a~peared in an a~tractive green and cream livery such as is now emJloyed on the North Yorkshire Moors Railway . Plans of all ~hese articulated tyJes are to be found in ~istoric Carriage Drawings . Wi th two of the b i g four com?anies out of the way, we ar e lef t wit h BR, the Southern and the Great ~estern. Sur~risingly Jerhaos, few BR Mar].,: I coaches a _J)ear in JhotograJhs whilst s;>orting pre 1957 blood and custard l~very, but thereafte~ the pro iortion grew as inroads were made into Big Four stock by scra~p1ngs. By 1962 buffet cars were apJee.ring, as witness a ~hoto of the down Pine on 7.7.62. (Peters, no.167' Tbe only Scnthern coacres on ~ong distance trains over the S & D were ~ B~lleiG designed ap_Jerently (A Maunsell brake 3rd (?) on an Exmouth - Cleethorpes tra "n is sho 1m i~ rtichardson, P.26 (second vehicle). Two are shown at tbe head of an "EXmouth - Cle?ethorJes train in 1961 (Peters, no .12 4)· they look like a brake com?osite and corridor third . Hodel Railway Constructor ran a series of olar:.s of such coaches in about 1966-67 . Great Western coaches were e\Tidently even more r3.re on inter - regional trains were Soutr1ern and ~!estorn Regions somewhat possessive about their rolling stock? The second coach in No .95 of Ivo Peters 1 book strongly resembles a corridor 3rd to Diagram C.64, details of -..rbich a~pear on P. 185 of Pictorial 3ecord of G •. '1. coaches, Part II, by J .H. Russell. Ot~er than this, sr.ots of s·~ock unquestionably Great We stern on ex presses are very few. So to the secondary services, , ..;here the hotch-9otch becomes truly confus:.ng. M.1ch of t l1e stock mentioned above a Jpaared on such trains and a favourite formation aJJearing in numerous shots was brake 3rd, com)o, brake 3rd, strengtl- 1 en e d as required. The design might be Stanier (Peters, no . J.41., with Sou-chern PMV or CCT attacbed) or Maunsell (Richards on 1 .33) The Maunsel l coaches were to the original 1926 design, in which the large corridor nir.dovs were- of the same de;th as the dro~lights ~ as com?ared "ith the l '.)29 version in which the large windo• ·s were extended to cantrail height. Plans of such coaches are given in tbe March 1 66 edition of Model Tailway Const::uctor. Most C"'nfusi ng of all the secondary service stock are the various ty)es of ex LSvlR coaches tbat ventured forth. A series of d.r::1.wings aJ_Jeared in the 1Coristructor 1 (issues between 12.73 and 6.74 are relev3.nt) and I have identified the following tyJes, with LSW drawing number; Corridor brake 3rd i.ri th sliding lugg::1.ge door (2207), corridor coin.;:iosi te (1214) and corridor brake third (1568). Othe:::- LSWR types are also evident from _Jhotographs - a good selection of all these ty:Jes is shown in Ivo ?ete:rs I shots of Te~plecombe . These irould offer a considerable .chal lcnge to the modeller, with all their panel detail, but for 4mm adherents the difficulties are somewhat relieved by availability of roof mouldings by Mallard Models. In a _Jrevious issue of trie Bulletin Bri4n Kohring mentioned the Bulleid I •••. .., COACHING STOCK ON 'lliE S & D 19 5'0 - 1966 . sets s,cci~lly designed for the S & Dm ahd I~~ told that the first picture in G. A. Richardson's book sho 1-1s one such set. Bulleid stock a))ears to have beeD more common on secondary services· Ivo Peters' views of Blandford contain exam?les. We are now straying into the realms of the '1on- corridor coach, and curious s~ecimens that lurked on the Branch, but as a ste;9ing stone to this grou9 examine. P.70 of I-1".r. :lichardson's book . A pearl this, for quite apart from trie rare view of a Stanier 2-6-2T, ,.,e have, in the sha?e of the leadi~g coach, a lo~t soul from the LMS: an inter - district stock non-gang 1 ·ayed lavatory C')tr! Josi te. A ;:ilan of the similar steel Janel led version a ~))ear s ir, Historic Carriage Drawings, ,J. 28 ~ On, then, to the Branch. In early B.n. days the LMS non - corridor coach held absolute sway., aJpearing in both wood - ;,anelled and steel versions. Standard formation must have been a two - coach set: brake 71/~ third rylus com?osite~ sometimes with two such sets to a train . , and even with so - called 'tail' traffic in the middle of the train1 In later years Great Western sets began to a?pear , i~cluding 'B' sets - for exam ;,le see No o 171 of Ivo Peters 1 book, com_;,lete with Collett Goods near Wincanton in 1q62. The matching brake 3rds that made up these sets ( '!an be seen in Russell, fig. 327. Eventually, with declining traffic, modern · Hawksworth coaches a?peared by themselves a com}letely self - contained train in one coach in the form of a corridor brake comJosite (Richardson, 'J. 77) For our firial 0 -•eirdo f!'om the same stable . would you bel1e7e a slip coach worked the Branch? To the disbelievers I can offer no proof in a published book• an album loaned by a fello 0 • member shows the ·1ehci le at High bridge a• 0ai ting deJarture with a Bulldog. In itself a rar:tty, it is a Hawksworth G.W. design, one of three converted in 1958 for slip use from a brake com~o . Also seen by a member at Temi?lecombe in 1965 . To round off this brief survey , a note of the miscellaneous passenger rated vehicles that o Jerated over the S & D but 1,•hich I have not otherwise mentioned, may not be amiss. No. 21 ;) of Ivo Peters 1 book sho'l-r s an excursion on the Branch whi eh Jro,:ninently features Ironclads designed by the LSWn. Fo!' details, t ;,,e Raih 1ay Modeller once did an article on them (date unknown) or better stil 1_, arrange to see the one owned by a grou;:> of Trust me bers when you next come to visit us at Washfordl '-- On the parcels and milk side 1 a long resident of the Branch vas an S .R. 28 ton 'Jassen ger brake va n designed by Maunsell - there is a _:Jlan in the 'Constructor' for December 1 66. Also used in this ca9acity on the Branch were 6 wheel ~assenger brakes in both ThomJson and . styles, and 4 wheel 1 BY's 1 of Southern design. Pigeon traffic attracted a diversity of vehicles• comr.ion were LMS 50 1 passenger brakes (Peters, no.8~) includi~g the wooden-•Janelled variant, and G.W.Siphon G:s (Smith, between 1J 56-57, photo No. 8) Inevitably, a very su~erficial loo at the immense variety of ty~es that could be seen on the S & D, I ho,?e this article rionetheless o ?ens the e~es, ,articularly t~ose of modellers, to a fascinating dimension of S & D working . I ' d be Jleased to hear of a-y errors I have made and to learn of other oddities that graced the system. On which note, I close, with a ?lan for more information on the leading veh i.cles of the trains srown in no. 214 of Ivo Peters I book, and 1hoto No .5 between p) ry·6-57 in Peter Srrd.th' s book - any suggestions? o