Exploring Bath to Wellow (S&DJR) and the Midford area

When I explored the remains of the Somerset and Dorset in 1980/81 it was a mixture of clear trackbed, overgrowth, striking features, and in places practically non-existent or built over. This will be the subject of two future blog articles.

However, many years later some parts have completely changed and are more accessible than ever with Sustrans having converted the Bath-Wellow section, and then on to Radstock and the North Somerset line, to a path for both cycling and walking. There are information boards at various places of interest giving background information about the old railway and the restoration project.

Alan B. (a member of C&W's Painting Team) moved from Warwick to Bath in early 2020 and with the old S&D practically on his doorstep, what else but to explore and see what has happened with this wonderful old railway. which I have often heard spoken of as being the most missed of all the railways that are no longer with us.

So over to Alan, who happily gave his permission to show his photographs which are the result of a number of visits to the old line. I have just added some extra information here and there to compliment Alan's photos.

The first part covers the section from Bath to Wellow. Then returning to the Midford area to look at some of the remains of the Camerton & Limpley Stoke Railway and the Somerset Coal Canal.

Alan commented that lovers of wild garlic would be very happy as along some parts of the old S&D line it is prolific when in season.

 

 

 

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The northern section of the S&D from Bath to Chilcompton with the Camerton Branch and North Somerset Railway

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Well you have to start at Green Park Station. It's good to see this preserved

As terminus stations go this very attractive, but somewhat modest frontage hides the majestic scene behind.

The entrance area is now Sainsbury's car park

 

The bridge over the Avon - the road has replaced the tracks to Bath Junction, where the S&D veered away from the Midland line to Mangotsfield (for Bristol and Gloucester).

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Now to the start of the walk. It's certainly no longer the earth and grass track, and blocked up tunnels, that I remember back in 1980/81. All this has been replaced by hard surfaced track and well lit tunnels.

Climbing the 1:50 Devonshire Bank from Bath towards the notorious 440 yards long and unventilated narrow bore Devonshire Tunnel. When trains were running the tunnel roof was about a foot above an engine's chimney and the resulting downblast from an engine working hard up the 1:50 bank was hell for the crews. The train would emerge into the peaceful Lyncombe Vale and then enter Combe Down Tunnel, with the same head clearance and, at 1829 yards in length, the longest in the country with no ventilation. Part way through the 1:50 up gradient changed to 1:100 down bringing some relief to both engine(s) and crew(s). Many S&D trains were double-headed on the Bath-Evercreech section.

Looking at the tunnels today Alan commented that they look too small to take a train, especially when compared with our own Greet Tunnel. Looking at his photos I tend to agree - I imagine that during the restoration of the trackbed the general level has been somewhat raised. Combe Down is now the longest railway tunnel in the country that you can walk and cycle through.

 Devonshire Tunnel information board

 

The south portal of Devonshire tunnel

 

The Twin Tunnels information boards

Peaceful Lyncombe Vale between the two tunnels

 

The south end of the 1829 yards long Combe Down Tunnel - from here the trackbed breaks out into the lovely Horsecombe Vale

 

Combe Down Tunnel information boards

Looking north across Tucking Mill Viaduct towards Combe Down. The viaduct was built to cater for two tracks but the line remained single from Bath to Midford presumably because of the sheer amount of work and expense involved in widening the two tunnels.

 

 

Tucking Mill Viaduct from below

 

After the viaduct the trackbed goes through the very scenic grounds of Midford Castle to pass the remains of the small Midford Goods Yard.

 

Base for the 6 ton crane in Midford Goods Yard

Leaving the site of the old goods yard, the view south towards Midford Station site through Long Arch (Mill Lane) Tunnel
 

 Midford Station platform - the station and track were literally built on a ledge

The right hand side of Midford Station information board - we will return to Midford at the end of the S&D line sequence

 

Midford Viaduct immediately follows the station. It was initially single track width but was later doubled, and was where the single line section from Bath Junction changed to double track.

 

Bridge 19 near Twinhoe in the Midford Valley

 

Two views of Wellow viaduct located just east of the station site. The cycle / footpath comes away from the line just prior to the Viaduct, but returns to the line about 3 miles down the road. It then continues to Radstock on the old line, where it transfers to the trackbed of the former North Somerset Railway and continues to Frome.

 

Wellow Station is now a private home. Alan had a nice chat with the lady who has lived there for 20 years. She very kindly gave Alan permission to take some photographs.

The canopy is still in place, but the gap between platforms has been filled in and grassed over. Apparently a previous owner of Wellow Station building was Peter Blake, the pop artist best known for co-creating the sleeve design for the Beatles' album "Sgt. Pepper's Lonely Hearts Club Band". Alan was reliably informed that this was the reason that The Beatles came to Wellow on at least one occasion.

Just north of the station Wellow Signalbox still exists and is in excellent condition. It has
been sympathetically converted to a small house

The railway may have gone but it won't be forgotten. A pub in Wellow in Railway Lane, which is the road leading to the signal box. Some way further on is Station Approach Road which as it says, leads to the station.
 

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We return to Midford for a sequence on the Limpley Stoke-Camerton branch line and Somerset Coal Canal.

A plaque on the side of Midford Viaduct which in effect sums up the once complex nature of Midford with respect to transport and all that is left today i.e. just the roads, the brook and the disused remains.

The left hand side of Midford Station information board with a description of and photographs from the film "The Titfield Thunderbolt" made in 1953 on the Camerton - Limpley Stoke line. The top photo shows the memorable opening scene of a Bullied Pacific with a southbound train crossing the viaduct. The camera then panned down to catch a GW tank hauling a very short goods heading east to Limpley Stoke on the Camerton line. 

The line to Camerton initially ran from Hallatrow on the North Somerset line and was known as the Camerton Branch. From Camerton it was later extended to Midford and on to Limpley Stoke where it joined the Bathampton Branch and this section was known as the Camerton & Limpley Stoke Railway. The history of both and their association with the Somerset Coal Canal is quite complicated. The Camerton Branch was closed to passenger services in 1925, while the line to Limpley Stoke became freight only after 1925 until 1951 when it closed to all traffic. The Camerton - Limpley Stoke line was eventually dismantled in 1958.

The remains of the Camerton & Limpley Stoke line under Midford Viaduct - here it ran on its own viaduct, a combination of steel plate girder spans with an intervening brick segmental arch needed to cross the B3110 road to Twinhoe, Somerset Coal Canal, and Cam Brooke. There was for a short time a Midford Halt, but that closed in 1915.

 

 Still in excellent condition, Holleys Viaduct just west of Midford.

 

A substantial brick underbridge near Combe Hay 

 

An original gatepost at the site of Monkton Combe Station, renamed Titfield in the 1953 film.

 

 

Nearing Limpley Stoke, the line passes over the River Avon

Now moving on to the Somerset Coal Canal which was created about 1800. It ran from Paulton and Timsbury to Limpley Stoke, where it joined the Kennett and Avon at the famous Dundas Aquaduct. It had 23 locks, 4 aquaducts (at Midford, Combe Hay, and two at Dunkerton) and a tunnel (at Combe Hay). From Midford a branch ran to Writhlington and Radstock with a tunnel at Wellow. 

The North Somerset Coalfield was overall very extensive which at its height of production in 1901 amounted to 79 separate collieries. As such the main canal was very profitable and from its onset carried high tonnages of coal for many decades. The Radstock branch however was never commercially successful and in 1815 was replaced by a tramway. 

The canal's decline began in the 1880s with some of the local pits having closed either from decreasing coal sources or flooding. However it was the coming of the railways that had huge affects on canals everywhere.

The main canal became disused after 1898 and officially closed in 1902. It was sold off to the railway companies who were expanding their networks in the area. The Camerton - Limpley Stoke line follows the line of the canal in parallel, and in one instance went through a widened and heightened canal tunnel at Combe Hay. Parts of the former canal branch to Radstock were eventually used by the S&D during the construction of the Bath-Evercreech section.

Two views of Midford Aqueduct which has been stated to be the most significant structure on the canal. It is Grade 2 listed and dates from 1803. It is hidden away in a farmers field, but local support was able to acquire a 7-figure lottery grant to restore it over 10 years ago. It goes over a brook and hasn't contained water for well over a century. 

 

Canal overbridge near Midford Aquaduct

 

 One of the many locks

 

West of Midford to Combe Hay, where there is a very detailed information board. There was a 20+ flight of locks at Combe Hay including very rare examples of caisson locks. It must have been an adventurous soul who came up with a canal along this very difficult and hilly terrain. It also boasted the most severe U bend of any canal in the country.

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Many thanks to Alan for such an interesting collection of photos. He is continuing with his explorations of this fascinating area and is now looking at more of the courses of the Camerton-Limpley Stoke line and Somerset Coal Canal, and even the North Somerset line at Pensford with its striking viaduct.

Restoration of the main canal was started in 2014 from Paulton and has so far reached Radford. The long term goal is full restoration to the Kennett and Avon. There is an extensive website at https://www.coalcanal.org/

Some extra reading on the Camerton lines and the canal: -

"The Camerton Branch" by Colin Maggs and Gerry Beale (1985) published by Wild Swan Publications Ltd - an excellent book that includes a very good introduction with photos on the Somerset Coal Canal. 

A very detailed article on the history and restoration of Midford Aquaduct can be read at http://www.aibt.org/midford-aquaduct.html

Wikipedia contains very detailed information on the two Camerton railways, the Somerset Coal Canal, and the North Somerset Coalfield.