SEmG

Somerset & Dorset Joint Railway

The workings of the BR Standard Class 9F have already been mentioned, but these weren't the only Standards to be found on S&D metals. Regular classes were:
5MT 4-6-0s, BR's successor to the LMS "Black Five" (which could also to be seen on the S&D). Allowed to haul up to eight coaches, some were based at Bath whilst others came from north or south.
4MT 4-6-0s which in the last few years replaced the ex-LMS 2P 4-4-0s on both local services and pilot duties and were allowed up to seven coaches.
4MT 2-6-0s which worked local services over the route from Bournemouth. One of these would be stabled overnight at Bath to work the 6:48am Bath Green Park - Bournemouth service. These were also restricted to seven coaches.
2MT 2-6-2Ts which were used for light passenger work and services to Bristol.
Additionally, BR Standard 4P/4F 2-6-4Ts and BR-built Ivatt 2P/2Fs could sometimes be seen, especially in the final years.
 
80035 One of the Southern Region's Brighton-built 4P/4F 2-6-4Ts Nº80035 photographed in the fading light at Sturminster Newton. The train was a short working from Templecombe which terminated here on 1st March 1966.

photograph by Ray Soper

 
A very atmospheric shot in the fading light at Sturminster Newton. Standard class 4 2-6-4T 80035, having arrived shortly before on the short working from Templecombe, has run round its train. Meanwhile standard class 4 2-6-0 76014 has arrived from Bournemeouth on its way to Templecombe.

photograph by Ray Soper

76014
 
41307 One of the LMS Ivatt designed 2P/2F 2-6-2Ts built for the Southern Region, Nº41307 at Templecombe "Upper", the Ivatt having hauled an up service from the S&D line into the "Upper" station.

photograph by Ray Soper.

 
The strange pattern of working at Templecombe probably deserves a page all to itself! To summarize: the S&D line passed underneath the L&SWR's just to the east of the latter's station, and had a single platform squeezed in between the railway bridge and a road bridge over the former which gave access to the platform. This, of course, was not at all convenient for passengers wishing to change from one line to the other so a rather complicated interchange method was devised. A down train from the Bath direction would make it's way via Templecombe Nº2 junction, over a spur and into the L&SWR station, arriving at the north face of the up platform. To regain its route, this train would then have another engine attached to the rear which would then take the train back down to the S&D line and uncouple, allowing the train to continue its journey via the lower platform, under the L&SWR line and on towards Broadstone. For an up service, the train would pass under the L&SWR line, pass the lower platform and come to a stand beyond Templecombe Nº2 junction where a second engine would be attached to haul the train over the spur and into the upper station. This second engine would now be detached, allowing the train to continue its journey back down to the S&D line and on towards Bath.
 
A view from below of the Ivatt tank waiting for the next duty assisting a train between the two routes. Note the elevated disc shunt dummy on the left of the picture.

photograph by Ray Soper.

41307

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This page was last updated 10 March 2003

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