Questions: Was there ever an additional running line on the north side of the present infrastructure west of Taunton which, if reinstated, would allow WSR▸ services to run to & from the mothballed / abandoned station platform without getting in the way of 'GBR▸ ' trains.
And if 'Yes' are there any other impediments to reinstatement apart from the obvious cost, the footbridge over Trenchard Way and what looks like signalling cabinets?
Or, if regular Taunton <> Minehead services ever returned would fitting WSR trains with AWS▸ and/or TPWS▸ equipment suffice?
The
GWML▸ between Cogload and Norton Fitzwarren Junction (NFJ) was upgraded in the 1930s to four roads. The Up and Down Mains, and the Up and Down Reliefs. So up until the closure of Norton Fitzwarren Junction Signal Box (1969?) there were four lines from there from/to Taunton. The main lines were in the centre, and the relief lines were on the outside; in line with
GW» practice
After the the closure of NFJ, things changed a bit. The Down Relief was abolished between Silk Mill and NFJ. .The Up Relief line between NFJ and Silk Mill became a part of the token-worked single line. The 'box at Bishops Lydeard was taken out at the same time, so the single line was a long section, from Williton to Silk Mill.
So, when the present WSR came into being, there was a line that could have been used exclusively by WSR trains - the old Up Relief. The Taunton end would have been in the west-end bay (Platform 8 as was). The connection at Silk Mill would have been retained, to be used for any through trains and stock moves
The management at
BR▸ (WR) Bristol Division wanted a ransom amount of money for the use of this two and a bit miles of track. They wanted to add part of the signalmen at Silk Mill's wages. They wanted big money to inspect any rolling stock using the line. They insisted on all staff being qualified in BR Rules. It was massively unreasonable, and too much for the penniless, fledgeling company. So the Up Relief etc got ripped up as part of the 1985 remodelling and resignalling, and signal posts and location cabinets were planted along its length
Thank your for that excellent summary.
I suppose the answer to the question about the current "infrastructure" allowing the (re)laying of a third line depends on what you call "infrastructure". If your definition include signalling and other cables, then I don't believe there is room any longer for a track where the up relief used to be. If you define it as purely track work, then, yes, there is room. I believe we have a similar issue with the 4th platform at Westbury, where the old trackbed, we are told, hides so many vital cables that would cost a 7 figure sum to move ...
I look, sadly back with hindsight, and wonder how different things woful have been if people at formative days had been somewhat more helpful - both in looking for a practical way to work the Minehead line alongside the main line, and for a way for buses and trains to work together rather than the trains being regarded as competition to the buses that risked putting them and their drivers out of business. But that's another chapter in the same story.
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