P484 was known as the “The Perisher on the S&D and referred to by the Gloucester and Birmingham Train Control Office staff as “The Rabbits,” calling at Wincanton and Evercreech Junction.
“The BG (gangwayed brake) Glastonbury – Crewe was worked down to Glastonbury the same morning by the 6.00 am Bristol TM – Bournemouth West, being detached at Evercreech Jen. for forwarding on the 8.20 am Templecombe – Highbridge. The remaining Glastonbury vans must have been worked into Glastonbury empty under Control orders. The Bournemouth – Leeds BG was worked in off the 12.37 am Leicester – Bath parcels, thence forwards on either the 6.00 am Bristol TM or the 8.15 am Bath. The BGZ was sent on the 4.37 pm Bath – Templecombe, having arrived at Bath off the 12.37 am Leicester parcels. All the SR vehicles must have been provided by the SR.” (Bernard Ware)
“This work would be interrupted by postmen arriving with mail bags for the Up ‘Perisher’, the 8.25 pm ex-Templecombe. This train, which carried fruit, flowers, mail, and anything else of an express nature, often ran ahead of schedule and would be in Wincanton by 8.20 pm.” (Norris Kiddle)
“With reference to question 59/66, when I was working as Station Foreman at Evercreech Junction, it was my duty to attach traffic to the 8.25 pm Templecombe to Derby Parcels. This consisted of three vans from Glastonbury to Derby, Leeds, and Crewe, containing parcels, mails, and Clark’s Shoes. Traffic came from Bournemouth in vans by ordinary passenger trains containing general parcels and parcel post; the trains involved were the 1.10 pm Bournemouth (West) and the 5.30 pm and 6.45 pm also from Bournemouth (West).
Off the Southern vans came traffic from Crewkerne, Sherborne, Andover, Gillingham, and Axminster containing parcel post and general post for Birmingham, Derby, Leeds, and Crewe. Livestock traffic from Crewkerne to Keith, Maud, Elgin, and Aberdeen was conveyed on this train.
Vans from Midsomer Norton were conveyed by this train, being attached at Bath, also livestock traffic from Binegar by this train, attached at Bath. Both these vans were conveyed to Bath by the 7.10 pm Binegar-Bath passenger.
The station time allowed for the 8.25 pm Templecombe to Derby Parcels at Evercreech Junction was from 8.48 pm to 9.04 pm. In later years, B.R. Standard Class 5 4-6-0s worked this train with a Collett 0-6-0 as the assisting engine from Evercreech Junction to Binegar, or alternatively a Stanier Class 5 4-6-0, with a B.R. Standard Class 4 2-6-0 as the assisting engine from Evercreech Junction.” (W.J. Eaton)
- CAT = Cattle Truck [10t]
- BG = Gangwayed Brake [24, 25, 26, 28, 32 – LNER Gresley & Thompson, LMS, BR?]
- GUV = General Utility Van [30, 32 – LNER, LMS, SR, BR?]
- PMV = Parcels & Misc. Van [13, 25 – LMS, SR]
- FV = Fitted Van [10t]
- BGZ = Stove R [17t LMS]
- SCV = Special Cattle Van [13,14 LNER, LMS, GWR]
- HB = Horse Box [10,11,12,15 LNER, LMS, GWR, SR, BR]
- BZ = Brake Van (6-Wheel Passenger Brake Van) [31 LNER Thompson]
- BRO = Brake Van (LMS Code for 20T Goods Brake Van) [20 LMS]
- SYP = Syphon [27 GWR G?]
- CCT = Covered Carriage Truck [17 LNER, LMS, GWR, BR]
A Week on the “Perisher” by Bernard Ware
I was a Passenger Guard on the S&D from 1962 to 1966, based at Bath (Green Park). During this period, I often worked on the 8.25 pm Perishables train from Templecombe, a train which we S&D men nicknamed the “Perisher”. The Guard for the “Perisher” would work down to Templecombe on the 4.37 pm from Bath (Green Park).
Brian Macdermott has analysed a week’s working of the Guard’s roster during that memorably bad winter of January 1963. He has taken the details from an old Guard’s Journal of mine which I managed to retain. If it is when someone does an analysis of this kind that one realises what a variety of coaching stock and wagons the S&D once saw.
Booking-on time at Bath for this round trip was 3 pm, so I had plenty of time in which to prepare the necessary Journals. This I would do sitting in the Guard’s Room which was situated on the arrival platform. The Journals needed for the “Perisher” were:
- A through WR Journal, T’Combe-Barnt Green (which went to Paddington).
- A WR Journal for Exeter Division, T’Combe-Evercreech Junction section.
- Bristol Division, Evercreech Junction-Charfield section.
- Worcester Division, Charfield-Barnt Green section
- An LMR Journal for Barnt Green onwards.
The Guard on the “Perisher” would often have to travel in a BRO (a brake van). As one can imagine, filling out all these Journals in a BRO (which didn’t have interior lighting) was no easy matter. An oil lamp was used to shed at least some light. I always hoped that a BGZ would be provided as these had electric lighting which made life a lot easier. (A BGZ was a 6-wheeled vehicle, commonly known as a STOVE R). If a BGZ was being used, it would arrive in Bath in the early hours of the morning with the 12.37 am Leicester – Bath Parcels and then be conveyed to Templecombe on the 4.37 pm from Bath (Green Park). During late 1959 and early 1960 I did a spell as a Station Forman at Bath. Every morning at 9 am we had to send a wire to Trains NP Derby with the number of the BGZ being used on the “Perisher” that night. This operation was a hand down from LMS days.
The 4.37 pm to Templecombe was a happy train to work, taking shoppers and school children home after their day in Bath. This train also carried the Bath evening paper for delivery to Wellow and Shoscombe.
If a BGZ was being used, any spare time at Bath was put to good use cleaning the stove fire and ensuring that enough coal and fire lighting sticks were to hand. I see from the table that I was relatively fortunate in having a BGZ four days out of five on that foggy, frosty January week of 1963.
As a consequence of the bad weather conditions that week, neither the 4.37 pm nor the “Perisher” managed to keep time on any day. The 4.37 pm was plagued by “Waiting Line Clear” at Bath Junction. This was caused by the 1.10 pm Up from Bournemouth West running late which in turn delayed the 4.21 pm Down and the 4.37 pm Down. Arrival at Midford with the 4.37 pm that week ranged from nine minutes late on the Tuesday, up to 27 minutes late on the Wednesday. No doubt some of the delays would have been caused by the 4.37 pm conveying parcels which were unable to go by road because of the weather conditions.
When the train reached Evercreech Junction, the Station Foreman there would hand the Guard the details of the vehicles that were on their way from Glastonbury and which would need to be attached to the “Perisher” later in the evening. These vans from Glastonbury conveyed shoes from Clark’s factory, as well as Post Office mails, mainly parcel post. Having details of this traffic made Journal preparation a lot easier as one was able to calculate the tonnage both earlier and more easily.
Arrival at Templecombe was booked at 6.19 pm, although in this particular week, we arrived at anything up to 33 minutes late. Upon arrival at Templecombe, I would go to see the Station Inspector in his office, who could give me the numbers and weights of the vehicles so far on hand for the “Perisher.” The stock of the 4.37 pm was taken to the Upper Yard sidings as a shunting movement by the Templecombe Shunters. I would then make my way over to the staff room on the Down platform for a welcome cup of tea and some sandwiches. What a shame all this was knocked down when Templecombe was closed. Compared to other staff rooms, it was heaven! Electric light, heating, and even an electric grill! It was here that many stories were told as trainmen from Yeovil, Exeter, Salisbury, and even London met. There was a certain spirit that made life happier.
At about 7:30 pm, I would make my way over to the Upper Yard and place my kit back in the BGZ if one had worked down on the 4.37 pm, or if not, in the BRO. If the weather was cold, as it would have been in January, and I knew that a BRO was being used, I would make sure that I brought sufficient lighting sticks with me from Bath. The fire would probably need cleaning out before I could get it going and make the place at least a trifle more hospitable.
To the uninitiated, the “Perisher” may have appeared to be a jumbled assortment of vans and wagons. This was not the case, as all of them were shunting in a pre-set order. The Templecombe Shunters were a good lot and could be relied upon to do the job correctly. Remember that vehicles would be attached at Evercreech Junction, and vehicles attached/detached at Bath, all in readiness for a further shunting movement at Birmingham New Street.
Wagons from the Southern main line (i.e. those from Axminster, Crewkerne, Sherborne, and Yeovil) would arrive in Templecombe Upper Yard at various times. The loco to haul the “Perisher” as far as Bath would position itself on the “outside road” (ie the road that ran parallel with the platform road used by S&D trains). The usual motive power for the “Perisher” at this time was usually a BR Standard Class 5, I see that 8F 2-8-0 No. 48737 was in charge on the Monday. This locomotive was likely rostered because of the load, which was 301 tons from Evercreech Junction.
A Gangwayed Brake (BG) was usually routed between Bournemouth and Leeds, and this would arrive at Templecombe Upper Station on the rear of the 5.30 pm ex Bournemouth West. This van usually conveyed Post Office parcel post and general parcel traffic. The pilot engine which hauled the 5.30 pm ex Bournemouth up to Templecombe Upper would, of course, be attached to this Leeds van. On arrival in the platform, the Shunters would uncouple this van from the coaches and shunt it onto the “outside road” and couple it to the waiting “Perisher” loco. (Monday 14/1/63 was a slight exception which will be explained shortly). All the preassembled Derby-bound vans were then shunted onto the “outside road” and coupled up. The 6.50 pm ex Bournemouth West conveyed traffic for transfer to the “Perisher”. Whilst waiting for this train to arrive, I would consult the Templecombe Inspector who would have details of the total number of vehicles and weights of those vehicles for transfer. We could agree on tonnage as to whether an assisting engine would be required from Evercreech Junction.
Once again, the station pilot would perform the time-honoured ritual of hauling the 6.50 pm from Bournemouth up the bank from Templecombe Junction to Templecombe Upper Station. As this train wasn’t due in until 8.10 pm, there wasn’t a lot of spare time. The pilot would place the van (or vans) off this train on the “outside road”, whereupon the Shunter would place all the “North West” traffic with the BGZ at the head onto the other vehicles. (The term “North West” traffic was a hand down from the days when traffic was destined for the LNWR). The tonnage details having been given to the Driver and a check made on the last vehicle to ensure that the tail lamp was in position all would be ready for a brake test and then the off at 8.25 pm. The train was usually heaviest on Mondays, gradually reducing to Fridays. As can be seen from the tables, no calves were carried on Fridays, no doubt because this would have meant a weekend arrival in Scotland. I expect the calves travelling in the horse boxes and SCVs were pretty tired by the time they reached their destinations in Scotland. For the benefit of animal lovers, we were always given to understand that these calves were fed and watered at Crewe.
As I mentioned earlier, Monday 14/1/63 was a slight exception to the shunting order. Two 10-ton cattle trucks were on their way between Sturminster Newton and Preston and had been attached behind the loco hauling the “Perisher” instead of where might appear to be a more logical position in with the “North West” HBs and SCVs. The reason for this was that these animals were being carried at “Freight Rate” and because there was no freight service at this time of the day they were being conveyed as far as Bath on the “Perisher”. At Bath, they would have been shunted to the Midland Bridge Yard once the Perishables had departed northbound, booked time 10.15 pm. From here, they would have been forwarded on the 11.29 pm Bath-Westerleigh freight.
After leaving Templecombe, the first stop was at Wincanton for mails. This stop was much easier when a BGZ was used with its interior lights. BR must have lost an awful lot of time over the years with mail or parcels trains with poor or non-existent lighting. Booked arrival time at Evercreech Junction, the next stop, was 8.47 pm. 17 minutes were allowed here. Because of the weather conditions of that week back in 1963, the earliest we arrived was 8.57 pm, on the Wednesday. Latest arrivals were 9.30 pm on the Monday, mainly due to fog, and 9.30 pm again on the Thursday, the delay this time being caused by the late arrival of the 6.50 pm from Bournemouth at Templecombe. It should be remembered that the weather was still very much like that described by John Stamp in Bulletin 126. Incidentally, John Stamp was my Driver all week on the “Perisher”. At Evercreech Junction, the vans from Glastonbury would be attached on the rear. One can see how time was saved by having had the numbers given to you earlier. If the total weight was such that an assisting engine was required, then one would be put on at the front. This engine would pilot us as far as Binegar, but on one occasion that I recall, probably just before Christmas 1962 or 1963, the load was so great that the assisting engine had to work right through to Bath. I believe the load was around 406 tons.
The vacuum would again be tested if an assisting engine had been put on, and off we would go for the long drag over the Mendips booked departure time 9.04 pm. The earliest we got away that week was 9.14 pm, the latest 9.51 pm. One good thing about the slow speeds up the banks was that I could set to work on the Journals. The short stretch of falling gradient through Shepton Mallet was welcomed by the loco crew in readiness for the climb up through Winsor Hill, then over the top and onto the downhill run. I sometimes wonder how we managed to stay on the rails thundering through some of the stations as we did. Through Midford we would (hopefully) pick up the tablet for the single line section ahead and continue on up through Combe Down and Devonshire Tunnels. It was good to see the lights of Bath City as we dropped down the bank and passed Bath Junction Box, where I was Signalman from 1948 to 1957. Arrival at Bath (Green Park) was booked for 9.58 pm. Our arrival times during the week in question were between 10 and 59 minutes late. Arrival was usually in the arrival platform. Here, I would be relieved by another Bath Passenger Guard and we would have a chat about the Journals whilst the Shunters went about their work attaching traffic for the continuation of the train’s journey north. This Guard would take the train as far as Birmingham New Street; the train’s ultimate destination was, of course, Derby. The Guard would then work back from Birmingham in the early hours of the next morning with the 12.37 am Leicester – Bath (Green Park) Parcels.
Monday 14th January 1963
Locomotive: 48737
| Code | Working | Tons |
|---|---|---|
| CAT | Sturminster Newton – Preston | 10 |
| CAT | Sturminster Newton – Preston | 10 |
| BG | Bournemouth West – Leeds | 26 |
| GUV | Bournemouth West – Derby | 32 |
| BG | Sherborne – Derby | 26 |
| PMV | Yeovil – Derby | 13 |
| FV | Axminster – Derby | 10 |
| BGZ | Templecombe – Derby | 17 |
| SCV | Crewkerne – Maud | 13 |
| SCV | Crewkerne – Perth | 14 |
| HB | Sturminster Newton – Forfar | 10 |
| HB | Sturminster Newton – Perth | 10 |
| HB | Sturminster Newton – Keith | 12 |
| HB | Sturminster Newton – Lairgkirk | 10 |
| – | 14 for 213 tons ex Templecombe. | – |
| BG | Glastonbury – Crewe | 32 |
| PMV | Glastonbury – Derby | 25 |
| BZ | Glastonbury – Leeds | 31 |
| – | 17 for 301 tons ex Evercreech Junction. | – |
Tuesday 15th January 1963
Locomotive: 73047
| Code | Working | Tons |
|---|---|---|
| BG | Bournemouth West – Leeds | 28 |
| FV | Crewekerne – Leeds | 10 |
| FV | Crewekerne – Leeds | 10 |
| PMV | Sherborne – Derby | 13 |
| GUV | Bournemouth West – Derby | 32 |
| PMV | Yeovil – Derby | 13 |
| FV | Axminster – Derby | 10 |
| BGZ | Templecombe – Derby | 17 |
| HB | Sturminster Newton – K’brewster(?) | 12 |
| HB | Crewkerene – Perth | 12 |
| SCV | Crewkerene – Maud | 12 |
| – | 11 for 171 tons ex Templecombe. | – |
| BG | Glastonbury – Crewe | 24 |
| FV | Wincanton – Birmingham | 10 |
| PMV | Glastonbury – Derby | 25 |
| BG | Glastonbury – Leeds | 25 |
| – | 15 for 255 tons ex Evercreech Junction. | – |
Wednesday 16th January 1963
Locomotive: 73052
| Code | Working | Tons |
|---|---|---|
| BG | Bournemouth West – Leeds | 28 |
| FV | Crewekerne – Leeds | 10 |
| FV | Crewekerne – Derby | 10 |
| FV | Sherborne – Derby | 10 |
| PMV | Yeovil – Derby | 13 |
| FV | Axminster – Derby | 10 |
| BG | Bournemouth West – Derby | 28 |
| BGZ | Templecombe – Derby | 17 |
| HB | Crewkerene – Perth | 15 |
| HB | Crewkerene – Perth | 11 |
| FV | Crewkerene – Glasgow | 10 |
| HB | Sherborne – Keith | 12 |
| – | 12 for 174 tons ex Templecombe. | – |
| BG | Glastonbury – Crewe | 24 |
| FV | Wincanton – Birmingham | 10 |
| PMV | Glastonbury – Derby | 13 |
| CCT | Glastonbury – Leeds | 17 |
| – | 15 for 228 tons ex Evercreech Junction. | – |
Thursday 17th January 1963
Locomotive: 73052
| Code | Working | Tons |
|---|---|---|
| BG | Bournemouth West – Leeds | 26 |
| GUV | Bournemouth West – Derby | 30 |
| PMV | Yeovil – Derby | 13 |
| FV | Axminster – Derby | 10 |
| FV | Sherborne – Derby | 10 |
| BRO | Templecombe – Derby | 20 |
| SCV | Crewkerene – Perth | 14 |
| HB | Crewkerene – Perth | 11 |
| FV | Crewkerene – Glasgow | 10 |
| HB | Sturminster Newton – K’brewster(?) | 10 |
| – | 8 for 133 tons ex Templecombe. | – |
| BG | Glastonbury – Crewe | 26 |
| PMV | Glastonbury – Derby | 13 |
| CCT | Glastonbury – Leeds | 17 |
| – | 11 for 189 tons ex Evercreech Junction. | – |
Friday 18th January 1963
Locomotive: 73047
| Code | Working | Tons |
|---|---|---|
| BG | Bournemouth West – Leeds | 32 |
| FV | Sherborne – Derby | 10 |
| SYP | Bournemouth West – Derby | 27 |
| PMV | Yeovil – Derby | 13 |
| FV | Axminster – Derby | 10 |
| BGZ | Templecombe – Derby | 17 |
| – | 6 for 109 tons ex Templecombe. | – |
| BG | Glastonbury – Crewe | 32 |
| CCT | Glastonbury – Derby | 17 |
| BG | Glastonbury – Leeds | 32 |
| – | 9 for 190 tons ex Evercreech Junction. | – |
More Information
- Ware, Bernard. “A Week on the the ‘Perisher’.” Bulletin, no. 129, July-August 1985, pp. 4-7.