Class 08 duty at Bridgwater (Somerset)

[Gloster]

A rather obscure query. Does anybody know when the Class 08 duty (occasionally covered by an 09) at Bridgwater (Western Region) was withdrawn? (N.b. I am not interested in the Class 03 at British Cellophane.)

 

[Big Jumby 74]

I assume it would have been a Bath Road duty? The Inter City Railway Society 'Shunter duties' booklets for 1981 and 1983 make no mention of Bridgwater being an outlying location for any of BR (or any other depot) shunters. But I may have the wrong time period in mind, as you mention the occasional use of class 09 - to my memory, in the time I mention, the 09's were still all SR based as in 001-026.
Guessing this was a more recent situation?

 

[Gloster]

I assume it would have been a Bath Road duty? The Inter City Railway Society 'Shunter duties' booklets for 1981 and 1983 make no mention of Bridgwater being an outlying location for any of BR (or any other depot) shunters. But I may have the wrong time period in mind, as you mention the occasional use of class 09 - to my memory, in the time I mention, the 09's were still all SR based as in 001-026.
Guessing this was a more recent situation?

The last batch of 09 were initially sent to the LMR (one even spent a period at Woodford Halse), but were gradually moved to the SR. 09024 and 09025 did not go directly from the LMR as they were at Bath Road from July 1974 to January 1976. I have seen a photo of one of them at Bridgwater and wonder if that was why they were sent to Bath Road; I am researching the arrangements at Huntspill, which was a trip from Bridgwater.

 

[Big Jumby 74]

09024 and 09025 did not go directly from the LMR as they were at Bath Road from July 1974 to January 1976. I have seen a photo of one of them at Bridgwater and wonder if that was why they were sent to Bath Road

Well reminded. Easy to forget. It was 09017 onwards that went to the LMR first, more than I had realised (ten in all). I have found a comment in the RCTS Observer, for March '76, under 'Taunton' in the Western Region general comments. 'The class 09 trip working from Taunton to Bridgwater and Huntspill was due to be taken over by a class 31 during January'. This seems to suggest that this working was designated class 09, at least in it's latter days with a shunter, although (I am guessing) they may have been allocated specifically due to their higher top speed, as opposed to a class 08?

BOLD - added belatedly for clarity.

 

[Taunton]

When the Taunton shunter turns were dieselised, the three new 08s. D4163-5, were wholly at Taunton, where the dislodged pannier tanks, and the four 03s were all at Bridgwater, which in those times had industry and docks to justify this. There was apparently no fuel at Bridgwater, so each of them, in turn, would periodically come up the main line to Taunton to do so, needing to select an appropriate path, and in those times even being recessed at Durston if needed. An 03 was actually faster than an 08 on the open line, so the 09, which had some sort of modification to overcome the problem (liability to shifted cranks?), would make sense once Bridgwater traffic turned right down, the 03s went away, but there was still scope for one shunter.

The 03s did not do a trip working to Taunton but ran light engine.

 

[Ziggy3legs]

Class 08s and 09s had double reduction gearing between the traction motors and the axles, and so the traction motor RPM was very high relative to the axle RPM (unlike any other loco with single reduction gearing). At more than 15mph the rotational speed of an 08s traction motor could cause the armature (the rotating part of the motor) to physically burst due to centrifugal force. Class 09s had a higher gearing, hence less traction motor rpm for given axle rotation and hence speed. The downside of this was a lower tractive effort but compensated for by allowing a higher road speed for trip workings without wrecking the traction motor.

 

[geoffikent]

The 1978 edition of "Shunter Duties" shows one shunter at "Bridgewater Freight Depot. North end of station, west side. Days only (weekdays), stables Taunton evenings /nights /weekends". It's allocated to BR.

 

[Gloster]

From September 1963 there was one 204 h.p. that ran from Taunton to Bridgwater at 06.45, did a couple of trips to Dunball, and then served Durston before getting back to Taunton at 14.55. (I presume this changed over at Bridgwater if one of the resident pair had to go back to Taunton.) A 57XX left Taunton at 11.20, served Bridgwater and Dunball before getting to Highbridge at 14.05. It then returned at 15.15 and served Pottery Siding, Dunball if required and Bridgwater, before getting to Taunton at 19.36. As far as I can see, it only went to Highbridge, which was in the Bristol Division, in order to run-around so that it could serve Pottery Siding, which was the northernmost location in the Exeter Division but could only be served by Down trains; i.e. each division jealously guarded its traffic.

Bridgewater had two 204 h.p. as No. 1 and No. 2 Pilots working from 06.00 to 21.30/21.00 (13.30 for No.2 on Saturday). There was one more Taunton 204 h.p. at Tiverton Junction for the Hemyock branch; I have a feeling that this later became one plus a spare.

Thank you, gentlemen, I think that I now have enough to cover the point I was after.

 

[Taunton]

From September 1963 there was one 204 h.p. that ran from Taunton to Bridgwater at 06.45, did a couple of trips to Dunball, and then served Durston before getting back to Taunton at 14.55. (I presume this changed over at Bridgwater if one of the resident pair had to go back to Taunton.)

That does fit with youthful recollection for time returning, but presumably only run when required rather than daily, and whenever seen it arrived light engine in the Down Relief platform for a minute or two, then onto the shed.

 

[Rivercider]

My first post on the Forum.

I have a copy of the Taunton area local trip booklet with effect from May 1975, in it Taunton Trip No.1 was a class 08 duty 07.00 SX to Bridgwater.

I worked as a TOPS clerk in Bristol Area Freight Centre from October 1978. At that date a Bath Road 08 worked 8B05 07.00 SX Taunton - Bridgwater,
with a return at about 15.50 to Taunton. I visited Bridgwater a number of times and took photos there, including 08281 on the duty 12/9/80.
At that date the nuclear flasks to and from Sellafield passed on ordinary wagon load services with the discharged flask coming up from Taunton
each morning. The loaded flasks were attached to an Exeter Riverside to Warrington Walton Old Junction working.

By my visit to Bridgwater 1/5/81 the 08 pilot duty had been withdrawn with Kingsland Road to Bridgwater trip running in its place.
I think the withdrawal of the 08 Taunton to Bridgwater trip may have been in connection with the closure of Taunton Traincrew depot, but stand to be corrected. By this date
I think the dedicated Sellafield to Bridgwater flask trains had started running as 7V52/7M53.

So after that waffle the Taunton to Bridgwater 08 pilot duty was withdrawn some time between 12/9/80 and 1/5/81.


cheers

== Doublepost prevention - post automatically merged: 13 Aug 2026 ==

I remember 09024 and 09025 being re-allocated to Bath Road, and understood they were intended for the Taunton to Bridgwater trip.
I think they did work it for a while, but not for long. Possibly the weight of the train meaning they could not use the speed advantage?

cheers

 

[Big Jumby 74]

I remember 09024 and 09025 being re-allocated to Bath Road, and understood they were intended for the Taunton to Bridgwater trip

Thanks. That does make sense as per my post #4/thoughts on subject concerned.

 

[Gloster]

I think the withdrawal of the 08 Taunton to Bridgwater trip may have been in connection with the closure of Taunton Traincrew depot, but stand to be corrected. By this date

I am fairly sure that Taunton traincrew depot was still going in early 1985 when I left the area as they used to run up to Castle Cary to run around with the Fairwater-Yeovil Tip trip. As their most important jobs were tied up with the Penzance newspaper working, I have always assumed that the depot closed after the newspaper traffic was lost.

 

[Rivercider]

I am fairly sure that Taunton traincrew depot was still going in early 1985 when I left the area as they used to run up to Castle Cary to run around with the Fairwater-Yeovil Tip trip. As their most important jobs were tied up with the Penzance newspaper working, I have always assumed that the depot closed after the newspaper traffic was lost.

Ah right, the Taunton Twins was another of their jobs I think.
I guess therefore the withdrawal of the 08 pilot turn was more to do with the run down of the vac braked wagon load network,

cheers

 

[Whisky Papa]

My first post on the Forum.

I have a copy of the Taunton area local trip booklet with effect from May 1975, in it Taunton Trip No.1 was a class 08 duty 07.00 SX to Bridgwater.

I worked as a TOPS clerk in Bristol Area Freight Centre from October 1978. At that date a Bath Road 08 worked 8B05 07.00 SX Taunton - Bridgwater,
with a return at about 15.50 to Taunton. I visited Bridgwater a number of times and took photos there, including 08281 on the duty 12/9/80.
At that date the nuclear flasks to and from Sellafield passed on ordinary wagon load services with the discharged flask coming up from Taunton
each morning. The loaded flasks were attached to an Exeter Riverside to Warrington Walton Old Junction working.

By my visit to Bridgwater 1/5/81 the 08 pilot duty had been withdrawn with Kingsland Road to Bridgwater trip running in its place.
I think the withdrawal of the 08 Taunton to Bridgwater trip may have been in connection with the closure of Taunton Traincrew depot, but stand to be corrected. By this date
I think the dedicated Sellafield to Bridgwater flask trains had started running as 7V52/7M53.

So after that waffle the Taunton to Bridgwater 08 pilot duty was withdrawn some time between 12/9/80 and 1/5/81.


cheers

== Doublepost prevention - post automatically merged: 13 Aug 2026 ==

I remember 09024 and 09025 being re-allocated to Bath Road, and understood they were intended for the Taunton to Bridgwater trip.
I think they did work it for a while, but not for long. Possibly the weight of the train meaning they could not use the speed advantage?

cheers

This thread has reawakened a vague memory of a Saturday Merrymaker excursion from the Manchester area to Torquay or Paignton in the mid 1970s (my fellow teenage spotter and I jumped off when it pulled up at Newton Abbott).

I recall we spotted an unexpected Class 09 somewhere en-route, as it was the first either of us had seen. I assume it was 024, as according to my last records in 1979 I never saw 025, although I had added a few more on subsequent holidays so couldn't be absolutely watertight..

 

[Rivercider]

If this is of any use, page 2 of the Taunton local trip working with effect from 5th May 1975
Edit - Trip No.1 the Bridgwater trip appears to be typed as class 09, but amended as class 08 in ink, whether this was an official amendment I can not say after 50 years.

cheers

 

[Gloster]

If this is of any use, page 2 of the Taunton local trip working with effect from 5th May 1975
Edit - Trip No.1 the Bridgwater trip appears to be typed as class 09, but amended as class 08 in ink, whether this was an official amendment I can not say after 50 years.

cheers

Thank you for that. It fills in an irritating gap in my research on traffic to Huntspill. As the two 09 were transferred away from Bath Road in January 1976 (see #3), that may have been the reason for the alteration.

 

[Rivercider]

As mentioned up thread the class 09s had a lower tractive effort as a trade off from having a higher maximum speed.
I was told that the traffic on offer for the Bridgwater trip could be quite heavy at times, and this may have been the reason that
the class 09s were found to be unsuitable.
If you have been studying the Bridgwater working and the Huntspill trip you will probably know more about the traffic than me,
as I only came to know it from 1978 and my time in Bristol TOPS (Taunton TOPS had closed the previous year I think).
When I knew it the ROF at Puriton was sending and receiving a handful of vanwides a day, with the occasional arrival
of a tank car of sulphuric acid from ISC Chemicals at Hallen Marsh. The heavy traffic was the periodic consignments of industrial
coal that turned up in 16t mins (MCO and MCV), from collieries in the East Midlands, Gedling Colliery comes to mind.

There are a few photos on Flickr of the Bridgwater to Huntspill sidings trip, and one or two taken at Huntspill exchange sidings which presumably you have seen.
I have posted a few of my photos on Flickr, a couple of which show the Huntspill trip being formed up at Bridgwater.

cheers

 

[Taunton]

The Royal Ordnance factory at Huntspill/Puriton produced military explosives. It was a WW2 creation, which continued long after, in fact into this century, and worked through a range of chemical products received by rail, plus coal for its own power station. Its construction included digging the Huntspill River, the notably wide and straight channel that the main Bristol line bridges, which also acted as a reservoir for the factory and assisted drainage of the Somerset Levels into the River Parrett.

I am fairly sure that Taunton traincrew depot was still going in early 1985 when I left the area as they used to run up to Castle Cary to run around with the Fairwater-Yeovil Tip trip. As their most important jobs were tied up with the Penzance newspaper working, I have always assumed that the depot closed after the newspaper traffic was lost.

We likewise were away from the area by this time, but that's about right. Taunton manned a notable number of main line turns, east, west and north, it's a halfway point between Paddington and Plymouth, and certainly in steam days a round trip from Paddington or Plymouth to Taunton and back was a good day's work, but the throughout round trip was beyond work without lodging. This continued well into the 1980s. There were far more main line turns than allocated main line locos, with the local crews as well, the station which punched well above its weight for the town's population, the concrete works, and other departments, the railway was long the largest single employer in the town.

 

[Rivercider]

On my visit in May 1981 31128 was on the trip from Bristol Kingsland Road, and I managed a few photos,
Here is 31128 backing out of Bridgwater Yard onto the up main ready for the trip to Huntspill exchange sidings.

For airbraked vanwides (TOPS code VEA) are propelled out of Bridgwater Yard ready for the trip to Huntspill 1/5/81

cheers

 

[Gloster]

We likewise were away from the area by this time, but that's about right. Taunton manned a notable number of main line turns, east, west and north, it's a halfway point between Paddington and Plymouth, and certainly in steam days a round trip from Paddington or Plymouth to Taunton and back was a good day's work, but the throughout round trip was beyond work without lodging. This continued well into the 1980s. There were far more main line turns than allocated main line locos, with the local crews as well, the station which punched well above its weight for the town's population, the concrete works, and other departments, the railway was long the largest single employer in the town.

I think that by the early 1980s Taunton had twelve drivers, five secondmen and twelve guards; their most important working was the Penzance papers. One driver and guard worked up to Paddington in the evening; at one time I think they worked a DMU to Bristol and then a parcels to Paddington, before taking the 00.30 News non-stop to Taunton for a four-minute stop. At Taunton they were relieved by more Taunton men who worked the front portion of the News non-stop to Plymouth (through the centre-road at Exeter); the rear vans unloaded the Taunton area papers and then went on to Newton Abbot behind a loco, usually a 31, that had come up light from Exeter. The Taunton crew came back on the empty vans (05.55 or 06.00 from Plymouth), to Taunton where more Taunton men took over and worked the vans to London, after which they were as directed by the Traincrew Supervisor at Paddington, although at times they were diagrammed to work a Friday-Only relief to Taunton.

Other than that they were mainly occupied with the Taunton twins, a pair of Class 31 in multiple, which worked As Required by the Engineers out of Fairwater Yard and other work. There were early and late turns on this, with the early sometimes being used to drop ballast: happy memories of having one’s beauty sleep disturbed by an 05.00 Fairwater.

All from memory, so E.&.O.E.