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At present we have Writhlington colliery sidings identified as the same site as the former Foxcote signalbox where the 1876 accident took place. In the back of my brain I seem to recall that Foxcote was actually the signalbox for the former Braysdown colliery sidings, not the Writhlington ones. But I don't have a detailed enough local map and am geographically located too far away to confirm or refute this suspicion. Perhaps someone closer to these places might know? Johnlp 11:51, 25 October 2007 (UTC)
Foxcote signal-box was "approximately" at the same site as the later Writhlington (aka Writhlington & Braysdown) signal-box. Its purpose was to control the Braysdown siding on the Up side of the line. There is a plan of the location in the BoT Accident Report file at the PRO.
After the accident it was reduced to ground-frame status. When the line from Radstock to Wellow was doubled in 1894 the GF was abolised and replaced by the new W&B box, also the new Writhlington sidings on the Down side. I have never bothered to work out the *precise* relative positions of the two boxes, but I would estimate them to be <100 yards apart. Railwest ( talk) 17:09, 22 March 2013 (UTC)
It seems odd to me that there are so many diagrams of Templecombe station in this article, when there are none at all in the article on the station itself. My inclination would be to move them all to the station article and allow a description of the junction to suffice for the article on the railway. Again, though, I'll do nothing until others have had their say. Johnlp 23:14, 24 October 2007 (UTC)
I'm inclined to think the article is somewhat the wrong way around, in that the 1960s stuff really shouldn't be the lead section. I am inclined to rearrange it along more standard historical lines. What do others think? Johnlp 11:51, 25 October 2007 (UTC)
Add on other "things to do" when you think of them.
I have simplified the diagram at the northern end at the expense of the two spurs served by the Bridgewater branch. All comments are invited. Britmax ( talk) 12:30, 20 March 2009 (UTC)
THanks for that. Good to know that apart from the spelling error on this page all the things pointed out here predate my changes. If they are picked up this way, fine. Will look at the Bath milk depot and the location of the two Bridgwater sidings with a view to changes where needed. Britmax ( talk) 20:05, 20 March 2009 (UTC)
In February 2015 User:Slambo added a refimprove banner to this article as many sections have no citations supporting them. Does anyone have access to suitable sources and would be willing to add the required references? If nothing can be found then presumably the content should be removed.— Rod talk 13:24, 29 December 2015 (UTC)
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![]() | This article is rated C-class on Wikipedia's
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At present we have Writhlington colliery sidings identified as the same site as the former Foxcote signalbox where the 1876 accident took place. In the back of my brain I seem to recall that Foxcote was actually the signalbox for the former Braysdown colliery sidings, not the Writhlington ones. But I don't have a detailed enough local map and am geographically located too far away to confirm or refute this suspicion. Perhaps someone closer to these places might know? Johnlp 11:51, 25 October 2007 (UTC)
Foxcote signal-box was "approximately" at the same site as the later Writhlington (aka Writhlington & Braysdown) signal-box. Its purpose was to control the Braysdown siding on the Up side of the line. There is a plan of the location in the BoT Accident Report file at the PRO.
After the accident it was reduced to ground-frame status. When the line from Radstock to Wellow was doubled in 1894 the GF was abolised and replaced by the new W&B box, also the new Writhlington sidings on the Down side. I have never bothered to work out the *precise* relative positions of the two boxes, but I would estimate them to be <100 yards apart. Railwest ( talk) 17:09, 22 March 2013 (UTC)
It seems odd to me that there are so many diagrams of Templecombe station in this article, when there are none at all in the article on the station itself. My inclination would be to move them all to the station article and allow a description of the junction to suffice for the article on the railway. Again, though, I'll do nothing until others have had their say. Johnlp 23:14, 24 October 2007 (UTC)
I'm inclined to think the article is somewhat the wrong way around, in that the 1960s stuff really shouldn't be the lead section. I am inclined to rearrange it along more standard historical lines. What do others think? Johnlp 11:51, 25 October 2007 (UTC)
Add on other "things to do" when you think of them.
I have simplified the diagram at the northern end at the expense of the two spurs served by the Bridgewater branch. All comments are invited. Britmax ( talk) 12:30, 20 March 2009 (UTC)
THanks for that. Good to know that apart from the spelling error on this page all the things pointed out here predate my changes. If they are picked up this way, fine. Will look at the Bath milk depot and the location of the two Bridgwater sidings with a view to changes where needed. Britmax ( talk) 20:05, 20 March 2009 (UTC)
In February 2015 User:Slambo added a refimprove banner to this article as many sections have no citations supporting them. Does anyone have access to suitable sources and would be willing to add the required references? If nothing can be found then presumably the content should be removed.— Rod talk 13:24, 29 December 2015 (UTC)
Hello fellow Wikipedians,
I have just modified 4 external links on Somerset and Dorset Joint Railway. Please take a moment to review my edit. If you have any questions, or need the bot to ignore the links, or the page altogether, please visit this simple FaQ for additional information. I made the following changes:
When you have finished reviewing my changes, you may follow the instructions on the template below to fix any issues with the URLs.
An editor has reviewed this edit and fixed any errors that were found.
Cheers.— InternetArchiveBot ( Report bug) 18:27, 20 May 2017 (UTC)