West Somerset Railway General Discussion

I am also trying to keep away from this subject too. But.

I'll spell it out slowly.

It is not the typeface, size, position or even message that is the problem.

The new signs are modern and mounted on shiny poles, slap bang in the middle of a heritage site.

Eyesores? Definitely. Could be done more in keeping with surroundings? Definitely.

 

Obviously those connected with or have a fondness for the WSR - or any other heritage/tourist railway for that matter - consider their lines and infrastructure as "heritage". But I wonder how many of the paying customers (passengers ) consider it so. It may look "olde world" but they are principally there for a train ride. Regarding eyesores one might consider that the home places of many of the lines travellers see far greater eyesores everyday of the week and a small signs appearance may seem of little significance, hopefully they note its message.

 

Out of interest, has anyone contacted the Council Conservation officer? It would be interesting to hear his comments.

 

The shabby, cluttered, ugly environment in much of the UK where most of us spend much of our lives is no reason for it to be extended to areas that have escaped. Many years ago when I was a civil engineering undergraduate, aesthetics lectures were compulsory in the first and second years. As far as I know that enlightened attitude did not survive the 1970s. We would live in better places if it had.

 

The sign I am referring to is on a signal post, not a "pole". If it so offends, remove the sign, keep the gates locked and require all visitors to use the stairs, save those with mobility problems and give them the means to get assistance.

The amount of red paint on the gates offends me far more than the sign.


PH

 

Hard to believe that safety talks (totalling far more than Tom's 30 minutes) have been known in schools since I was sharpening a quill every day, yet we still have the same depressing litany of fatalities come the start of every school break.

 

The worst incident I ever had to deal with as morning break duty team leader was a stabbing. It wasn't fatal though.

 

7820 should by now have been loaded and be on her way north, thanks to all on the WSR for such an excellent summer, she seems to have been well received by all.

Edit: Having said that I have just spotted an Allely's wagon in the car park on the Lydeard webcam...!

 

I've always been a fan of Good Manners, Manors, whatever....

Robin

 

The simple answer is easily.

The BR Class 3MT 82xxx 2-6-2 tanks were the only one of the BR Standard locos that owed anything to Swindon practice. Cox begrudgeonly in his book on the BR Standards says "5100 flanging blocks" were used. In practice essentially a Swindon No.2 boiler.

The BR(W) WTT for 1955 indicates a maximum load for the 82xxx unassisted twixt Taunton and Minehead of 260 tons. This is only the same as for the small Prairies (45xx, 55xx) which is surprising as the large Prairies (41xx, 51xx, with the No.2 boiler) were permitted 360 tons Taunton to Minehead and Washford to Taunton, 310 tons Minehead to Washford. I think this reflects the difference in power allocation between former members of the big four ie GWR locos always were rated higher eg 60xx 4-6-0 Class 8P, A3 4-6-2 Class 7P, - 41xx 2-6-2 tank Class 4MT, 80xxx 2-6-4 tank Class 4MT, VI Class 2-6-2 tank Class 3MT - and perhaps the most obvious 78xx 4-6-0 Class 5MT, 75xxx 4-6-0 (a more powerful loco ref Swindon tests) 4MT.

There are performance logs taken behind 82xx 2-6-2 tanks between Plymouth and Exeter via Okehampton which show them working very well on the long uphill stretches. I have no doubt, based on these logs, they could handle eight Mk1s to time with our current schedules, over the WSR. Perhaps when 82045 is complete we will be able to prove that. (As a matter of interest there is a record of some brave soul letting one exceed 80mph downhill past North Tawton. The only personal experience was with an eight coach train, mainly Bulleid stock, but unfortunately from Okehampton to Exeter SD non stop, hardly onerous, and we only reached 66mph, more than sufficient for timekeeping purposes )

Regarding speed limits on the WSR under BR auspices, the overall line limit was 55mph, with 40 mph high speed turnouts at passing points and Whitaker tablet apparatus.

Michael Rowe

 

Maybe power to weight ratio not in its favour .

 

Think you should have read post 7610

PH

 

They may be there for a ride but they are choosing to ride on the WSR principally because it is a steam line, i.e, because they consider that it is a heritage line.

I assume you are describing Bishop's Lydeard. May I suggest you also take a look at Crowcombe, Stogumber, Washford, Watchet etc where the poles are silver and the signs modern and shiny.

 

I suggest you have a good look at those gates in post 7545 and say, honestly, whether the sign shown is any worse than these.

PH

 

The significant difference at Havenstreet though is that every single one of the IoWSR's passengers has to cross the line on foot to board their train; and cross it again to alight; as well as anyone wishing to go from the car park to the café etc. That is orders of magnitude more foot traffic across the line than is likely to occur at any WSR station, where only very small numbers at any station are likely to need to cross. So the risk assessment, and appropriate controls, ought to be significantly different.

Tom

 

Yes, but the heritage / clarity point remains the same.

IIRC there are signs informing folk at Havenstreet that the gates will be shut around the time of departure.

They are not, IIRC in 'dayglo modern' style on galvanised post'?

Or perhaps I am remembering wrong.

Robin

 

Thank you Michael for that very full explanation , I bow to your greater knowledge .

 

Indeed, I'm agreeing with you. With the likely foot traffic, I can't see any justification for anything other than heritage signage on the WSR, supplemented by manning the crossings when trains are due.

Tom

 

I agree. Those gates are also an eyesore.

 

I agree with you about the appearance of the 'gates' and perhaps getting to grips with the signage issue will provide the incentive for a proper review within the heritage objects of the Railway.

Given the need to have a manned carrier at the end of platform during movements (as was agreed with the inspectorate) what would you (or anyone else) suggest in place of the red gates?

I ask the question out of a genuine desire to find a better solution.

Robin