S&D Midsomer

A Jinty on 2 Southern or Maroon Mark 1's climbing hard past a northbound 4F on demonstration freight clanking down the bank, on immaculate pway, cess and pole route lineside would be just amazing. \/ Please everyone spread the word about this worthwhile project to bring back a true slice of late 1950s S&D Mendip mainline, even if we only ever recreate a mile it will still be well worth it. Please do your bit to recruit more members. Thanks to everyone

 

There has got to be a 9F one day. A future loco could be S&D favourite 92245.

 

A Jinty would probably be ok, but surely a 4F would be uneconomic for regular use and a 9F would be ludicrously expensive to run on a mile of track (or even 2)!
Have a look at some of the other threads on engine overhaul costs etc. and you'll see that owners are taking a much more businesslike approach to running their locos.

Keith

 

Well, that was the way they did it in the old days, and it should be the case now too really. Nice if you've got the custom, if enough people want to see a 9F then why not? Providing the revenue justifies the cost of firing it up.

 

That's my point - it's unlikely that a short journey will provide the custom to justify the costs of something as large as a 9F. Remember that in the 'old days' they were running a substantially larger railway!
I believe that shortness of running line was one of the reasons that the Foremark Hall and Port Line/257 Squadron groups moved away from the Swindon & Cricklade, - nothing to do with how it was done in the 'old days' or that it would be 'nice to see' - cold hard economics and the practicalities of running mainline engines on (effectively) short branchlines came into play!
Nevertheless, there is nothing to stop you from borrowing a 4F or a 9F for a special event as long as the numbers add up!!
Good luck with your project

Keith

 

I've just joined the SDHRT and I've got to say I was impressed, I just printed the application form from their website, sent it off with the readies and two days later received a very nice letter welcoming me and outlining the latest developments, and a copy of their magazine which is superb and in A4 format.

Some other railways should take note, another long established one I was thinking of joining was very frustrating - I searched on the name of the railway and the website told me several times that it was run by volunteers etc. but no clue as to how to become a member, then I found a link to the supporting association's website, and followed the membership link only to find you have to write to or email the membership secretary, needless to say I haven't taken the plunge to join as yet.

Dave

 

Yes I suspect thats how it will pan out actually. Thanks.

 

Surely the S&D Midsomer Norton will be in different league to the Swindon & Cricklade. The buildings at the S&D are 'real' and not just a representation.

The presence of the 7F at Bitton was a great success.

 

The buildings originality is somewhat irrelevant to the point being made, which I think you may have missed. It is the length of line and the numbers of customers which will dictate the suitability of loco type. It is not realistic to run a 9F on 1 mile of track every week/weekend - there simply wouldn't be the visitors to repay the purchase/hire fees, running costs and to generate enough income to overhaul the loco in the future. As I said - a loco on loan for a special event might prove viable.

Keith

 

Wasn't 92207 associated with this project?

Dave

 

92207's at Shillingstone.

 

Thanks, it used to be at the ELR many years ago when the owner lived oop north.

Dave

 

Wether or not our building are real is pointless chat. The site we aqquired was little more than a formation. Everything we have built or had brought from other M&SWJ sites was done so by hand. Our job isnt easy, we have very little to work with, practically nothing survived from the MSWJR.

 

Funnily enough, on my last trip round the country to look at lines I took the chance to visit both Midsomer Norton and the Swindon & Cricklade.

I was really quite impressed by MN. It was apparent that there were few regulars working, and that most of the work so far had been essentially building work, but the station itself was a picture, and those around were friendly and enthusiastic. I followed the discussion tonight to add to what I learned that day about how it might all pan out in the future, and a short line, extended in stages, as described earlier sounds sensible, practical and if double-tracked, essentially unique - even the GCR is single at one end. It helps, I would think, that it is quite a little way from there to a rical railway.

I was saddened to see you attacked by a troll, though I guess that's hardly uncommon on these fora. I was also concerned that the name used and some references suggested (to me, at least) a link to the Bluebell - a line on which I volunteer. While I guess there will always be those who suggest that volunteers would be better helping on established lines, I defy anyone to predict which new ventures will, and will not prosper over time - it's just so dependent on a few key players and simple luck!

This thread has acted as a timely reminder to me to at least join the society so that I can see how things progress - if the magazine is good, as others have said, then all the better.

As for the S&C, they were friendly also - so thanks, all for making me welcome. I'd have to say, though, that (through no fault of theirs) the atmosphere which MN effortlessly conjures wasn't there for me. It's still well worth a visit, and they have their own exciting plans for the future, and seemed to me to be making real progress while I was there.

Best of luck to all on both railways.

 

My copy of the latest issue of "The S&D Telegraph" arrived in the post just before Christmas, and it is indeed a very good magazine, with lots of colour and B&W photos. Print-wise, it is similar to the quality railway mags like Steam Days and Brill. 44 pages in the current issue, split between whats going on now at MSN and articles about the S&D before closure. There's even the added thrill of seeing me lurking in the backgound of the photo of former S&D footplateman John Sawyer in the signalbox at MSN on the inside back cover - but don't let that put you off!

Cheers

Andrew

 

I went to MSN a few years ago, during the S&D 40th Anniversary celebrations, when you had the 0-4-0ST "Lord Fisher" running. At the time it seemed like a very pleasant station, just lacking in much running line.

You should have grabbed 92203 while it was at the East Somerset Railway in the summer, lol. Would be cheaper transportation, as it's only a 5min drive down the road.

Personally, I think you should restore the S&D all the way into Shepton Mallet, join up with the ESR and the extend onwards to Wells, which has to be one of the few cities in the country with no railway. \/ \/

 

Mendip Mainline Project (Somerset & Dorset Railway Heritage Trust – Midsomer Norton Station) News Update


Planning Status

Planning permission to extend the Somerset and Dorset Joint Railway, south up the 1 in 53 grade, from Midsomer Norton towards Chilcompton is expected to be granted this month by Bath and North East Somerset Council (BANES) following an 18 month long planning submission by dedicated trustee Peter Russell. The hold up has been due to BANES planning dept having a problem with an unrelated case, involving environmental impact assessments. The MSN case and all others that were screened were caught up in this delay for some reason.

Objective

Doubling the current route mileage from 1000 to 2000 feet (11 miles 79 chains to 12 miles 30 chains) will enable the commencement of passenger steam trains and attract owners of BR engines to have a “thrash” at the formidable and legendary Southbound Mendip Mainline incline.

Note

Mileage is from Bath Junction and Down refers to the Bournemouth line going uphill and Up refers to the Bath line going downhill.

Walkway

The double trackbed will once again by available to receive rail, although initially only the down main will be laid. The current “jungle” walkway being cleared, and currently used by a few locals will be accommodated outside the Up BR fence boundary with permission from 2 farmers to fence in a new path hugging their field boundary which parallels the line.

Environment

Careful selected tree removal will take place where the vegetation hinders trackbed grading, drainage, track reinstatement, the loading gauge envelope and safety lines of sight, but nearly all of the 43 year old Down side boundary growth will remain. The Up valley side, offering the views across the Somer valley, to Midsomer Norton, Ston Easton country park and Chilcompton will be carefully thinned out. New trees will be planted elsewhere along the down side boundary to compensate, including a thick section of hedge to protect a house owner.

Current track layout

The current 990 foot double track works its way through the platforms at 1 in 300 on a slight reverse curve, then climbs hard left at 1 in 53. At the end of this left curve, phase 1 of the new extension will begin.

Extension Phase 1

Phase 1 of the planning permission is expected this month, taking in the next 1047 feet dead straight at 1 in 53. This incorporates rebuilding the permanent way hut made of bolted sleepers and beyond this, a non original 430 foot Down engineers siding will be laid on the 1 in 53 verge with trailing connection into the down main.

Civil Works

Before any track laying can be done, the concrete and wire fencing must be repaired, the Down cess drainage pipe checked out, roots removed and levelling of the trackbed. 440 feet beyond the railhead, 500 tons of the Up main trackbed was dug out in the 70s or 80s. This eats across the “6 foot way” to nearly the outer Down ballast shoulder in one place and is 300 feet long by 3 feet deep maximum. Along with outer Up shoulder gabians, this can be filled back in at no cost by “top skimming” 6 inches off of the old weed choked BR ballast right the way along the extension.

Extension Track

Following the civil works, track laying on concrete sleepers and flat bottom rail can begin. A run-away trap point will be laid at the current down railhead, to protect the station limits, followed by a left hand “C” switch. This Point will be one half of the second crossover and will link into the Up Main. 10 panels of plain line take us to the right hand trailing “C” switch feeding back into the 7 panel down engineers siding. A further 5 panels takes us from Farmer Shearn’s trackbed to the Stage 2 boundary and Mrs Well’s trackbed and another planning application!

Extension phase 2

Phase 2 takes in a slight right hand curve, followed by another straight to the BANES/Somerset administrative county boundary, another 1037 feet.

Extension phase 3

Phase 3 takes the line slightly left over the old Mendip hunt occupation crossing then another very long straight, including bridge 48a, up to the in-filled Chilcompton Tunnel cutting, another 1918 feet.

Extension overview

Total line length will a little over 5000 feet. When Chilcompton tunnel infill is reached the down main will burrow left off the original formation into the hillside on the level, for 300 feet only, enough to build a medium term 3 coach halt (Somervale halt) on the level, due to health and safety regulations governing brand new stations. The will avoid disturbing the gradient into the infill. The 4000 feet of up main will then be laid to “catch up” with the down, enabling the spectacle of any combination of visiting engines to pass on the S&D mainline, with passenger or demonstration goods, a truly mouth watering prospect, but something currently only possible on the Great Central.


Facts

Total extension, 4022 feet of double track = 268 lengths of 60 foot flat bottom rail, 3216 concrete sleepers, 3216 tons of ballast.

The future

Following consolidation, a huge fundraising drive will then strive to re-bridge Silver Street and head for Radstock OR dig out the quarter mile, 44 feet deep cutting of its clay capping and 170,000 tons of household and builders rubbish.

Project notes

Since 1995, Midsomer Norton South has been restored to its former glory from an overgrown ruin, with a 6 figure sum being spent on the project, including 3000 feet of quality permanent way, station, platforms, rolling stock and up and coming stable museum, not to mention the fabulous working replica signal box by Graeme Mayes and John Rideout. Over 800 members support a core of 30 volunteers. Please join us today and help us extend the Somerset and Dorset Mendip Mainline Project!

 

great to see such progress...keep it up!

 

Excellent news, it does seem to be well organised down there, I joined last year and hope I can visit this year.

Cheers
Dave

 

Excellent news , Great prospects ,a preservation movement thats going somewhere !!!.

good luck in all what you achieve !!!

dc