Renewing Seaward Way Crossing

Frank Courtney and John Jenkins tell the tale

Seaward Way Crossing opened in 1990 and was worked automatically, operated by the approaching trains. The signalling installation was complicated, had become difficult to maintain and the crossing equipment was life-expired. The decision was therefore taken to renew the entire installation. The tide has turned against level crossings in the last 25 years and renewals are examined closely by the Office of Rail and Road. In the case of Seaward Way, a fully-controlled crossing with four barriers to fully fence in the railway was required to replace the automatic crossing with just half barriers. This needed a lot of detailed work to get a design acceptable to the regulators and fitted our operating needs. At Minehead a number of shunting and engine run-round moves caused the crossing to operate and it was these unnecessary moves that we wanted to avoid in future. To do this we have provided an additional down direction shunting signal and up main starting signal between the signalbox and crossing. The latter is a handsome GWpattern lower quadrant signal that will enhance the view from both the station platform and the busy footpath alongside

The road traffic is held at the old Seaward Way Crossing on 16 August 2021 to allow No. 7828 Odney Manor to complete a light engine move from Bishops Lydeard to Minehead. Photo: Tim Edmonds.

Signal 101 off - this shows D2133 hauling a rake of six coaches past the new Up Main Starting Signal 101. This signal was provided to protect the crossing to enable short moves between Bay and Main sides of station without having to go out and back over crossing. Photo: John Jenkins.

the line. While not the biggest signalling scheme undertaken by the WSR, this is the most technically-demanding in terms of design and installation, with the complexities of having a Network Rail supplier – in this case Amey – for the very specialist activity of installing and commissioning the level crossing protection equipment. The work was split into three phases. The first consisted of decommissioning and removing the existing electrical signalling system and temporarily altering the electric token block system from Blue Anchor to permit normal signalling between Blue Anchor and Dunster only. It also involved disabling and electricallyisolating parts of the Seaward Way control system, so leaving the crossing to be operable only via its local control unit. Not only did this remove a substantial part of the equipment which could have caused irregular operation, but it also ensured that the crossing control system could be manually operated for occasional non-passenger movements. This was completed earlier this year. The next phase consisted of installing the new signalling system apart from the actual level crossing control system. It included provision of the new signals, alteration to the track circuiting, electric lever locks, and complete renewal of nearly all lineside electrical signalling equipment. The new Seaward Way route relay interlocking (RRI) housed in the discreet new green building next to the crossing was brought into use at this stage. It is of WR standard design – a time-honoured one first developed in the 1950s and to which all the 1960s, 70s and 80s WR electrical interlocking systems comply. Virtually all this work was undertaken by WSR staff, the PW department and the volunteer S&T gang. We have installed equipment which is of

traditional design but at the same time sustainable in terms of availability. This has been a challenging job and it is a credit to our people that it has been undertaken so competently. The CCTV system by which the signalman can monitor the crossing was commissioned by a specialist supplier. In July the finances of the project were jointly reviewed in detail by the WSR team and Somerset County Council. This was necessary because the work involved purchase of very many relatively small items, and the cost of many of these changed after the initial budget was drafted. Throughout this project, ordering and equipment supply has been a significant challenge. Both Covid and the implementation of Brexit have had a big impact. Several suppliers have been hit by short-notice staff absences through Covid, and some supplies originated from Continental sources and faced import delays. Equipment transport caused its own problems. Amey then installed and commissioned the new barriers, road traffic lights and associated equipment including the signalbox crossing control console and its integration into the works already completed. The crossing was handed back to the WSR on 21 October and since then we have been testing the equipment, drafting operating instructions and training staff. This will take the remainder of the year and we anticipate the crossing will be in full operational use from next year. Following commissioning of the crossing, the electric token block system will be altered back to its permanent form to enable normal signalling to and from Blue Anchor. Having followed modern standard Western practices in terms of design and installation, we are confident we will end up with a high standard signalling system like those now at Williton and Bishops Lydeard, and which will serve the WSR for many years to come.

Work in progress by the contractors to install one of the four new crossing barriers at Seaward Way level crossing, Minehead, on 6 October 2021. Photo: Tim Edmonds.

WSR From the Air

Don Bishop has been out with his drone and has sent us these excellent photographs from angles we don’t usually see. Above: Manor No. 7822 Foxcote Manor arriving at Crowcombe with the 14.45 ex Bishops Lydeard to Dunster on 4 August 2021. Below: Large Prairie No. 5199 passing Doniford on 4 September 2021 with a Dunster to Bishops Lydeard service. Both photos: Don Bishop.

Ian Tabrett dips into the WSRHT archive and looks at the world 100 years ago through the eyes of the GW

For anyone wanting to know what is going on at the West Somerset Railway, pretty well all the details are here in the Journal or online at The Platform. For those curious about what was making the headlines a century or so ago both here and on the rest of region's vast network of lines, there is no need to go further than the WSR Heritage Trust's Gauge Museum at Bishops Lydeard. There can be found a collection of around 200 monthly magazines that were published by the Great Western Railway and carried all the news they felt was fit to print. Or, as archivist and Journal editor Ian Coleby puts it: “The magazines covered all aspects of GWR life from new trains to stations, staff changes and so on. In fact, they provided a great window on to the world of GWR life!” Each issue came out in three versions: the cheapest at just 1d on newspaper-quality paper; an Art edition on glossy paper at 2d; and another, also 2d, whose subscribers became entitled to insurance against accidents, injury or death either while at work with the GWR or travelling as passengers. These journals were launched towards the end of the 19th century, but the first at the museum is Volume XXXIV No.7, dated July 1922. Like many of the others, it is fragile, yellowing and care-worn, it has lost its cover, and the staples in the fold are almost rusted away. But as a snapshot of what was going on that summer it is indispensable. Page after page in tiny print – were its subscribers' eyes better than mine, or did they all wear powerful reading glasses? – give details of scores of promotions and staff changes, retirement and bravery award presentations, deaths, what was headed “Departmental Doings,” traffic figures, details of new equipment installed at the Swindon Works and other locations, and news items including a brief mention of something which still hits the headlines today: rails buckling in the heat of the summer sunshine. There is a lengthy article and numerous photographs concerning the takeover of more lines and dock facilities in South

One of the many Magazine pages paid for by manufacturers to advertise their wares.

Wales, plus a cautionary feature about railway accidents. The main lavishlyillustrated item, though, tells of the GWR's part in providing a special train from Plymouth to Paddington for the Prince of Wales on his return from a tour of India, Japan and the Far East. The eight-coach train, hauled by the 1913built 4-6-0 No. 4041 Prince of Wales, left Plymouth five minutes late at 11.05am but despite huge cheering crowds lining the route, soon made up time, passing through Taunton at 12.52pm, Westbury at 1.45pm and finally arrived in the capital at 3.29pm. Accompanying the Prince, King George V's eldest son who 16 years later became, briefly, King Edward VIII, was his brother the Duke of York, later crowned King George VI. A number of GWR VIPs were with them and they all enjoyed lunch with the Royal passengers while on the move. The magazine's report notes: “For a considerable portion of the journey His Royal Highness travelled in the observation saloon at the rear of the train, from which he was able to obtain an excellent view of the assembled crowds, to whom he vigorously waved his acknowledgement of their cheers.” A few pages on, an article highlighted the need for greater safety in railway operations, especially on the tracks. The main message in bold type was: “Don't gamble with risks of injury. Every gambler loses a few times, but you cannot afford to lose ONCE.” The extract from a paper read at the London Congress of the Institute of Transport pointed the finger of blame for many accidents over the past decade at human failures – among signalmen (25 per cent), engine crews (33 per cent) and “miscellaneous” (16 per cent), including permanent way men and porters. The advice for gangs working on the rails was that their “own vigilance and ordinary care” were vital. For those exhibiting what was called “lackadaisical ways” the best treatment was “a bit of straight talk by the inspector or ganger.”

There then followed a detailed list of dos and don'ts to avoid accidents, while the very back page of the edition gave somewhat relevant information: “Readers are reminded that the Insurance Edition of the Magazine (price 2d monthly) provides for the following benefits…” The circumstances in which these would be paid were a mishap while riding as a passenger on a passenger train or steamship with a pass or free or privilege ticket, or as a fare-paying passenger on “a public omnibus, tramcar or cab provided that such omnibus, tramcar or cab is plying in a thoroughfare for public hire and is being driven by a licensed driver.” Payments included £300 to the legal personal representative in the case of a fatal injury or “loss of two or more limbs by actual separation at or above the wrist or ankle,” or the loss of both eyes; £150 for a single limb or eye; £1 5s (£1.25) a week for 26 weeks while unable to return to work. The payout for a GWR employee, either male or female, killed in an accident at work was £15. On a more mundane note, the Magazine noted that the No. 3 divisional council of the GWR Temperance Union held a business meeting at Minehead in June. “At the close of the meeting Mr G T Sweetland (chairman) conducted the party to several of the noted sights in the district.” There is no word of any noteworthy happenings in Taunton or almost anywhere else in Somerset except: “At Cheddar a wallet of Treasury notes was presented on behalf of the permanent way men and others to Mr J Grant, who had retired from the position of ganger at Cranmore. Mr Grant completed nearly 50 years in the service of the Company. The permanent way inspector, in making the presentation, spoke of the recipient's excellent record and splendid services.” Then this: ''In the presence of a large number of the staff of all departments, a presentation was made at Wellington, Somerset, station of a combined barometer and thermometer to parcel porter J L Young on the occasion of his approaching wedding.'” Finally at Martock, station master Mr H S Morrall made two presentations to Mr F

The Magazine pictures the passenger pier and two paddle steamers, probably on the service across the Bristol Channel to the Somerset coast, at Barry Docks, newlyacquired by the GWR.

Akins on his promotion to the district traffic manager's office at Exeter. “The gifts consisted of a pipe and pouch from the clerical staff and a set of gold cufflinks from the wages staff.'' Clearly for lowergrade employees, gifts were paid for by contributions from workmates. But for top- and middle-management individuals, the company chipped in and the list of items included mahogany furniture, gold watches and chains, gold fountain pens, and note cases or wallets containing what was described as a substantial sum of Treasury notes. One mystery lingers, though: who exactly was the Magazine's advertisers aiming to attract? Surely very few of the readers would have been in a position to support most of the manufacturers who paid for the 16 packed pages of display adverts. They offered anything from ''tank locomotives always in stock and in progress for collieries, ironworks, railway depots, branch lines, contractors etc'' to steam cranes, locomotive springs, axles,

steel forgings and castings, furnace pans, boiler tubes, even carriage seats, interior fittings and furnishing. At the foot of each of the pages the reminder: ''Please mention the Great Western Railway Magazine when writing to advertisers.” Whatever the answer, it is still fascinating to see the vast array of British firms ready, willing and able to serve the country's rail industry. And of course, the editorial pages reveal in detail how one of the Big Four companies The Prince of Wales waves to the crowds from the GWR observation saloon at the rear of the special train taking him from Plymouth to Paddington, one of many photographs operated and how they treated their army of employees, from porters illustrating the Magazine’s report on the Royal journey right up to the chairman. The Steam Trust's collection was donated in 1992 by exTaunton driver Herbert Rossiter via the late Peter Thompson. There are gaps which the Trust is still trying to fill, and if you have any of these gems which you are willing to contribute, contact either Museum curator Ian Camp or Journal editor Ian Coleby. Next time: how the GWR was meeting competition from road transport, a 1922 charabanc trip from Minehead into the Quantock Hills, and the building of an engine named after a famous Somerset landmark.

Rather fiercelooking ganger Mr J Grant who retired after almost 50 years working on the East Somerset line. His portrait is one of scores in the Magazine of individuals making the news.

Top and Tailing From Afar

Above: Mogul No. 9351 leaving Blue Anchor on the first return train back to Bishops Lydeard on the 1 October 2021, giving a good view of the top and tail working with a class 33 bringing up the rear. Photo: John Rose Below, No. 7828 Odney Manor heads the 10:15 Bishops Lydeard - Dunster away from Blue Anchor on 26 October 2021 with No. 7822 Foxcote Manor at the rear. 7828 then detached and went light engine from Dunster to Minehead, leaving 7822 to head the train back to Bishops Lydeard. Photo: Tim Edmonds.