Great Western Coffee Shop

A new effort is under way to reopen the Bridport branch. The Bridport & Lyme Regis News quotes the promoters as saying it would be a narrow-gauge line, more like a tram than a railway.

Passenger-carrying trains would be powered by battery and hydrogen, according to the plan.

And it would include the whole of the old line ? from West Bay to Maiden Newton.

The Bridport Renewal group is trying to raise GBP 50,000 to fund a full feasibility study.

Details here:
http://www.bridportrenewal.org.uk

Excellent overview of this proposal at today's TWSW webinar.

Although I no longer have any direct connection with Bridport [both my parents and all grandparents came from Bridport or surrounding villages], I have retained an interest in 'the Bridport railway'. I think this is a very exciting project, but worry about the cost of 'reinstating' between the Bradpole level crossing and West Bay, between which I understand the line has been pretty much obliterated (?) and also around Toller station.




*** edited to correct a spelling error ***

The attached screenshot shows the route of the proposal, in red. The black line shows the original route.

The route from West Bay seems to follow the River Brit all the way to the north of Bridport before turning to reach the original line.
From Loders the track bed is a permissive path as far as the Powerstock Common nature reserve. It then passes through private land as far as the Cattistock Road bridge from which it is a public path to Maiden Newton station.

There was another proposal railway in the 2000s
https://www.dorsetecho.co.uk/news/1768145.one-mans-promise-to-build-light-railway/

I would like to know the understanding of the potential passengers.
Normally, there is a half hourly bus from Bridport to Axminster, thence hourly to Dorchester and Weymouth which is quicker than the intended rail route.

In the 1880s, the Bridport Railway was concerned about connections at Maiden Newton and proposed running powers over the line to Dorchester. The result was the extension to West Bay and the doubling of the line to Dorchester, with the development of West Bay as a tourist resort. The connections at Maiden Newton would still be a problem unless they are looking at a tourist railway but with modern traction.

I am assuming that the primary purpose would be connecting the 'renewal villages' of Loders, Powerstock and Toller Porcorum to Bridport and a potential secondary use as a tourist line between West Bay and (say) Loders. As you suggest, I cannot imagine that the thinking would be connecting the above communities with Dorchester.

The village of Powerstock is some distance from the railway line. The original station, which is at Nettlecombe, is in private hands Both Loders and Powerstock have a significant second home/holiday cottage element, in the former probably as high as 30%.

The bus service which ceased a few years ago saw little custom and was primarily a school service in the morning and afternoon.

More at

http://www.bridportrenewal.org.uk/
http://www.bridportrenewal.org.uk/wp-content/uploads/2021/01/Bridport-Renewal-Vision-07-01-2020.pdf

Coverage in Bridport News (https://www.bridportnews.co.uk/leisure/bestofbridport/19009071.community-railway-plan-bridport/)


(http://www.wellho.net/pix/bpt_001.jpg)

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An earlier scheme, the Brit Valley Railway, was put forward in 1996. The attached images are from the late Brian Jackson?s Bridport Branch book (2nd edition)

from your images:


A dangerous view ... I can look at projects that are screamingly obvious and have never happened, and others which were slated as "fanciful" and "not a hope in hell" that have been and remain very successful - to the extent that people forget that early concern. There is nothing recent in this sort of apparent absurdity - I am not going to give current examples, but I do recall that at the time of Beeching, on the Wilts, Somerset and  Weymouth line the stations at Chetnole and Thornford survived, but the station at Melksham closed.

Edit to add for those not familiar with the geography of my example - current populations - Chetnole around 350, Melksham around 25,000 and whilst Melksham has grown, it's not grown "that much" ...

I have been taking editorials in the railway press with a healthy pinch of salt since the 1960s.

Lest we forget, in the mid 60s those editorials, especially in Railway World as I recall, were banging on about there being far too many madcap or otherwise preservation schemes being proposed with, they said, little chance of finding enough volunteers to operate them and even less chance of the fare paying public turning up in sufficient numbers to keep them going.

No, they said, we should concentrate on two; one in the North the KWVR and one in the south, the Bluebell. There were many railway enthusiasts who took no notice, and a sizeable chunk of the population today who are glad that they took no notice.

Go not to the railway press editorials to seek reliable wisdom and advice.

But getting back to the plot, I think Graham is making a false comparison with Melksham, Thornford Bridge and Chetnole. In the past population figures cut no ice at all (qv. Gosport)  but simply on whether that line or station was deemed to be making any money. The only valid objections that the TUCCs were obliged to hear were for cases of hardship, and even that was hard to make stick. With the best will in the world, given that even back then there were plenty of buses to where people wanted to go and/ or to a nearby railhead it would have been impossible to argue a hardship case for Melksham.

That may not have been the case for Thornford Bridge and Chetnole, and indeed hardship was the reason that the Bridport branch avoided the Beeching Axe and lasted until 1975. In case anybody is interested I have posted a couple of driver?s eye view shots from the branch on the last day on Flickr:

https://www.flickr.com/photos/93122458@N08/30692423945/

https://www.flickr.com/photos/93122458@N08/30604286981/

I thought Pink Flying Pigs were extinct by now, even in the depths of West Dorset!

Now Bridport and West Dorset have indeed changed markedly since the period prior to the closure of the (never very successful) branch line. The area has arguably become much more prosperous with a new incoming population. That said it might be argued that a line from Bridport to West Bay could be a useful link and tourist attraction (as per comment elsewhere). The remaining proposal would have almost zero public transport benefit that could justify the investment. The current locals currently manage as they can with the current transport (personal or public) provisions and many will continue to use their BMW's and Mercedes, possibly with electric traction.

In the last week, I've learned a very great deal about the Bridport proposals and had the opportunity to discuss many concerns with people involved. Although not possible for me to explore the evidence behind every answer given, I have concluded that the scheme is well thought out, with the concerns well noted, but in reality not being concerns to the practical delivery and economic case.  For example, the lack of intermediate business from Toller and Powerstock is no more of an issue to the overall viability than the lack of intermediate business at Chetnole and Thornford is to the overall viability of the Heart of Wessex line.

I am resisting the temptation to write a very long set of answers to so many questions - rather a technical paper describing the project and what it does is needed - followed by an FAQ that sets out all the benefits and explains how the feature tackle them, and sets out the various issues raised, with explanations of how the scheme overcomes them, isn't intended to answer them in the first place, or enhances rather than hinders.  At this point, I am reasonably convinced that such a paper can be written, look good, and refer back to technical appendixes which sort out the nitty gritty.

From the Bridport News website today

https://www.bridportnews.co.uk/news/19027577.group-behind-bridport-community-railway-happy-response/

Rather sadly (IMHO) this proposal seems to have faded away.  I travelled to West Bay yesterday and it was packed - and that included the bus back to Weymouth which was full and standing when we set off - and it's up to an hourly double deck service at the moment.  I suspect that West Bay does not NEED the extra people and it has oodles of car parks, but never the less, a narrow gauge from Maiden Newton to Bridport and West Bay, closed as standard gauge many years ago, should perhaps have its tine again.

There was a previous scheme in 1996 - the Brit Valley Railway which got no further than a brochure. The initial plan was to go up the bank of the River Brit to Bridport and then loop around to link with the old trackbed.
In 2006 this transmogrified into the Jurassic Coast Railway which went no further
Details on link below. There is only one director at present according to Companies House.
https://www.national-preservation.com/threads/brit-valley-jurassic-coast-railway.16697/
Some other detail here.
In Bridport the trackbed from the old station site(now the Coop) towards West Bay forms the A3066 Sea Road North to the site of the East Street Station. From there it forms the A35 (Sea Road South to the Crown Roundabout. From Burton Road Bridge it is a cycleway/footpath to West Bay.
Any restoration would need a new route, unlikely in my opinion.
The recent proposal, mentioned in my previous post, I cannot see being economic.
I feel the value lies in developing the cycle/walking scheme from Maiden Newton along the old line.
Currently the line can be walked from Loders to Powerstock Common as a permissive footpath, very useful to get to the Marquis of Lorne for lunch.
From the entrance of the Reserve to line has been improved all the way to Toller Procorum in recent times.
Then it is a farm track to the outskirts of Maiden Newton, private I believe.
Finally there is a footpath from the station at Maiden Newton to the Chilfrome Road.
Linking all these into a single scheme, in my mind, is the best solution.
When first closed in 1975 the branch was inspected by David Shepherd as a possible reopening but he eventually decided on the East Somerset Railway instead. The problem was, I believe, the condition of Wytherstone Cutting, which slipped often and still dies to the present day.

Definitely. The line appears to be largely unobstructed and most of its bridges survive, which is a pleasant surprise.

There were plans for a "Maiden Newton-Bridport Trailway" c. 2014 but it's all gone quiet since.

40 minutes by e-bike from Bridport to Maiden Newton would compare well to the current bus times from Bridport to either Axminster or Dorchester station... https://bustimes.org/services/x51-dorchester-south-station-axminster-railway-sta

Proposal from 2020 still online and mirrored at http://www.passenger.chat/Bridport-Renewal-Vision-07-01-2020.pdf

Long shot IMHO - but then so was the Welsh Highland at one point.

It is perfectly usable now from Toller to Loders, we see quite a few cyclists using it as we live not far from the Loders access.
Dorset County Rangers cleared much of the scrub between Powerstock Station and the Powerstock nature reserve a couple of years ago. More recently a good path has been laid from Toller to the Reserve.

A lovely and charming video of the branch has been uploaded recently onto YouTube:

https://www.youtube.com/watch?v=sHV0i94mYJ8

Less than 50 years ago, yet a different era with guards hopping on and off moving trains, no locks on the doors, dropping passengers off at level crossings and so on!

I watched this yesterday and found it fascinating. I did the branch just once just after the dmus had taken over.
I moved to Maiden Newton in December 1975, just after the line closed. We used to walk to Toller for a lunchtime drink at the Swan.
On one occasion, again around 1960 we were walking the track between the Crown pub to West Bay when a pannier tank whistled to our surprise, not having seen a train on that section before!

We moved to Loders in 1995 and looking closely at the 1975 film it shows how much the landscape has changed. Trees on Boarsbarrow Hill cover its top completely now. The housing estate on which we live was still a field with grazing sheep.

There was a lovely story, which I found later was true, in which a teaching colleague was coming for an interview at Colfox. The train crew dropped him off at Bradpole Crossing to save him the walk. However, the headteacher had driven down to the station to meet him.

The station at West Bay is now a restaurant complete with a an ex GWR departmental coach as a dining area.

I meant to add that I started teaching at Colfox in 1988, having been transferred from Dorchester where I was made redundant. For the next seven years I caught the 73 Bus from Maiden Newton to Colfox, this being the rail replacement service started in 1975. A 45 minute journey through the West Dorset countryside was a relaxing way to start the day.

Interesting history at https://www.westbay.co.uk/bridport/railway.php ...


Closure Bridport to West Bay to passenger traffic in 1930, to freight in December 1962, final special passenger visit in 1963.

The video is lovely, but shows very thin passenger traffic, alas. I can't help feeling that half a century later it would be so different.

I believe that it was the Bridport Council that was the power behind the extension to West Bay. The Bridport Railway was a fiercely local concern and most of the Council were shareholders.
The decline in the harbour trade since the opening of the line to Bridport had affected the coastal trade in particular. It lost its port status in 1881.
The aim was to develop the harbour as a tourist destination and the railway extension was seen as key to this.
The West Bay Land and Building Company was launched to help in the physical developments. The plan was to get Edward Prior to design a scheme running along the shingle ridge but Lord Pitt Rivers wanted too much for the land. Instead Quay Terrace, later called Pier Terrace, was built as a terrace of five 10 roomed houses for visitors. It was built on land owned by the Harbour Commissioners.

Lovely film.  I enjoyed that

2-2-1-1-2 Empty Bridport Bubble, one of the first trains past Witham after taking over for earlies at 0600.

Hotly pursued but the 0505 (??) Bristol to Weymouth 3-1-1-2 which was a Class 31 with a van and three scruffy Mark I coaches

Happy days for me.  Playing trains and getting paid for it

I mentioned earlier in the thread of my connections with the Bridport branch. Knowing closure was imminent, Mum and I wanted a photographic record. The quality is not brilliant as the pictures were 'home' developed and the negatives were kept in a drawer in the loft for many years before being recovered and scanned.

https://flickr.com/photos/pwakely/albums/72157713753181676 (https://flickr.com/photos/pwakely/albums/72157713753181676)

Here's an earlier video - from 1965

https://www.youtube.com/watch?v=AMB4guCEAfI

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(http://www.wellho.net/pix/bpb65_2.jpg)

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Interesting non-use of tail lamps

There'd be a few Form-1s flying around if the DI had noticed.  I've got a sectional appendix and can't see any tail-lamp exemption (I don't think there were any on the Western, anywhere).  Mind you, Bradpole Crossing doesn't get a mention, either.  Which is odd, as there should be an instruction for traincrew to work the gates

Local instruction perhaps as its a single vehicle and can't be divided?

That line was my local and my daily commute for 5 months in 1967. Happy memories

If it was authorised practice, there would have been a local instruction.  Which is why it's odd that there is no such instruction in the sectional appendix.  I can't recall any location where non-use of tail lamps was authorised on running lines, even for single car DMUs or locos

As a signalman, it was drummed into us that without a tail lamp to indicate the end of a train, it was impossible to know that the train was complete, and that a portion of the train could still be in-section

I know how the Bridport bubblecar did it's work, and was shut-in on the branch all day at Maiden Newton.  But still, this just looks like lazy practice