West Somerset Railway
Sunday 26th October 2014

The turning triangle near Norton Fitzwarren, east of Bishops Lydeard, part of which forms the connection to NR, has ever since its completion in June 2012 been an attraction for enthusiasts. This is particularly because it is so visible from the main line. Thanks to protracted efforts by Robert Green, riding over the entire layout became a reality. The 43 participants in morning and afternoon trips, with ex-BR locomotive 09019, rode in three brakevans. There was a GWR Toad van, an SR one and an LNER style one built by BR; two were unnumbered. The morning trip started from the Up P2 at Bishops Lydeard and took the singled track (former Down line) direct line past Allerford Jct. towards the NR connection. Pausing at Norton Fitzwarren station, work was observed to install a second track to make an island platform. Reaching the WSR/NR boundary (165m 15½ch), the tour reversed at Barnstaple Jct. then ran more or less parallel to the main line to Exeter (which seemed to have many trains for a Sunday morning) before diverging slightly along the trackbed of the GWR Barnstaple branch (CP 3 October 1966) to reach the buffer stops (165m 74ch) before the removed Allerford Bridge. Here the train reversed again, back to Orchard Jct, taking the left hand curve to join the third side of the triangle known as the West Chord.

Yet another reversal took it via the East Chord (which has unnamed junctions each end) to the limit of the short siding close to Barnstaple Jct. The reason for this inner curve, which appears on paper to duplicate the WSR running line, is to give enough clearance for one of their trains to be turned without having to cross the NR boundary. Having completed the turning triangle, the train returned the way it had come latterly to rejoin the initial outward route at Allerford Jct. Pausing briefly at Bishops Lydeard Down P1 the tour ran to the start of the single line towards Crowcombe Heathfield and reversed into P2. Our special then explored the sidings and headshunt east of the station, getting as far as possible in each case. The tour ended in the bay platform (which faces east), the stock that had been there earlier having conveniently left as the Quantock Belle dining train. The afternoon trip started from there, but otherwise, followed a similar itinerary, although traversing the sidings first. It was possible to visit the signalbox (a GWR survivor) and an interesting museum. A welcome hot drink and cake was enjoyed, included in the fare.

We are grateful to all those on the friendly WSR and particularly of course to Robert for his major role.