text:
James Gregory (actor)

James Gregory (December 23, 1911 – September 16, 2002) was an American character actor known for his deep, gravelly voice, and playing brash roles such as Schaffer in Al Capone (1959), the McCarthy-like Sen. John Iselin in The Manchurian Candidate (1962), the audacious General Ursus in Beneath the Planet of the Apes (1970), and crusty Inspector Frank Luger in the television sitcom Barney Miller (1975–1982).

Career
In 1939, he made his Broadway debut in a production of Key Largo. He served from 1941 to 1946 in the United States Navy and the United States Marine Corps during World War II. His early acting work included army training films; one such appearance is excerpted in The Atomic Café (1982). He also worked in radio, including a year (1955–1956) on 21st Precinct.

Gregory was the lead in The Lawless Years, a 1920s-era crime drama which aired 45 episodes on NBC. In the series, which ran from 1959 to 1961, he played NYPD Detective Barney Ruditsky.

After his appearance as the McCarthyistic Senator Iselin in The Manchurian Candidate (1962), Gregory starred in the film PT 109 (1963) with Cliff Robertson. He played Dean Martin's spy boss MacDonald, in the Matt Helm film series; in the original Star Trek series in the episode "Dagger of the Mind" (1966), as Dr. Tristan Adams; and in the Elvis Presley film Clambake (1967). In the pilot movie for the 1968 Hawaii Five-O series, Gregory became the first actor to portray State Department official Jonathan Kaye, a recurring character on the series.

Gregory portrayed Nick Hannigan on Detective School. He was a semiregular on the TV series Barney Miller as Deputy Inspector Frank Luger. His final acting credit was in a 1986 episode of Mr. Belvedere.

Personal life and death
Gregory was married to Ann Miltner for 58 years. He died of natural causes on September 16, 2002, in Sedona, Arizona, aged 90.

Selected TV and filmography

 * The Naked City (1948) as Patrolman Albert Hicks (uncredited)
 * The Frogmen (1951) as Chief Petty Officer Lane (uncredited)
 * Studio One in Hollywood (1954–1958, TV series) as Mr. Bales / James Metcalf / Mr. Black / Private Alan Pomeroy / Corey / George Monzo / Gasman
 * The Scarlet Hour (1956) as Ralph Nevins
 * Nightfall (1956) as Ben Fraser
 * Alfred Hitchcock Presents (1957) (Season 2 Episode 24: "The Cream of the Jest") as Wayne Campbell
 * Alfred Hitchcock Presents (1957) (Season 3 Episode 3: "The Perfect Crime") as John Gregory
 * The Young Stranger (1957) as Police Sergeant Shipley
 * The Big Caper (1957) as Flood
 * Gun Glory (1957) as Grimsell
 * Alfred Hitchcock Presents (1958) (Season 3 Episode 33: "Post Mortem") as Mr. Wescott
 * Underwater Warrior (1958) as Lieutenant William Arnold, MD
 * Onionhead (1958) as Lieutenant Commander Fox (or the Skipper)
 * The Twilight Zone (1959–1961, TV series) as Confederate Sergeant / Air Force General
 * Lux Playhouse (1959, TV series) as Johnny Warcheck
 * Al Capone (1959) as Sergeant Schaefler
 * Hey Boy! Hey Girl! (1959) as Father Burton
 * Laramie (1959–1963, TV series) as Richards / Father Elliott
 * Wagon Train (1960, TV series) as Ricky Bell
 * The DuPont Show with June Allyson (1960, TV series) as John Kramer
 * General Electric Theater as Swandy Green in "Sarah's Laughter" (1960, TV episode) as Sandy Green
 * Frontier Circus (1961, TV series) as Jacob Carno
 * The New Breed (1961, TV series) as Father Al
 * The Untouchables (1961, TV series) as Walter Trager
 * X-15 (1961) as Tom Deparma
 * Target: The Corruptors (1962, TV series) as Terran
 * The Virginian (1962, TV series) as Slim Jessup
 * Two Weeks in Another Town (1962) as Brad Byrd
 * The Manchurian Candidate (1962) as Senator John Yerkes Iselin
 * Empire (1962, TV series) as Theron Haskell
 * Sam Benedict (1963, TV Series) as John Paul Elcott
 * The Eleventh Hour (1963, TV series) as Eddie Forman
 * PT 109 (1963) as Commander C.R. Ritchie
 * Twilight of Honor (1963) as Norris Bixby
 * The Alfred Hitchcock Hour (1963) (Season 2 Episode 9: "The Dividing Wall") as Fred Kruger
 * Rawhide (1963–1965, TV series) as Lash Whitcomb / Mister Brothers / Owen Spencer
 * The Lieutenant (1963–1964, TV series) as Sergeant Horace 'Biff' Capp / Sergeant Horace Capp
 * Captain Newman, M.D. (1963) as Colonel Edgar Pyser
 * Breaking Point (1964, TV series) as Malcolm
 * The Defenders (1964, TV series) as Paul Tasso
 * A Distant Trumpet (1964) as Major General Alexander Upton Quaint
 * Quick Before It Melts (1964) as Vice Admiral
 * Bonanza (1964–1969, TV series) as Sergeant Mike Russell / Mulvaney / Whitney Parker
 * The Sons of Katie Elder (1965) as Morgan Hastings
 * Gunsmoke (1965–1968, TV series) as John Scanlon / Judge Calvin Strom / Wes Martin
 * The Wild, Wild West (1965, TV series) as Ulysses S. Grant
 * A Rage to Live (1965) as Dr. O'Brien
 * A Man Called Shenandoah (1966, TV series) as Jake Roberts
 * The Big Valley four episodes: "Pursuit" and "Ambush" as Simon Carter, "The Challenge" as Senator Jim Bannard, and "The Other Face of Justice" as Harry Bodine
 * F Troop (1966–1967, TV series) as Major Duncan / Big Jim Parker
 * The Silencers (1966) as MacDonald
 * Hogan's Heroes (1966, TV series) as German General Biedenbender
 * The Fugitive (1966, TV series) as Pete Crandall
 * Star Trek: The Original Series (1966) – Dr. Tristan Adams in S1:E9, "Dagger of the Mind"
 * Murderers' Row (1966) as MacDonald
 * My Three Sons (1967, TV series) as Cappy Engstrom
 * The Virginian (1967, TV series) as Cal Young
 * Clambake (1967) as Duster Hayward
 * The Ambushers (1967) as MacDonald
 * The Secret War of Harry Frigg (1968) as General Homer Prentiss
 * The Mod Squad (1968, TV series) as Gus Williams
 * The Love God? (1969) as Darrell Evans Hughes
 * Hawaii-Five-O (1969) as Mike Finney
 * Beneath the Planet of the Apes (1970) as General Ursus
 * The Hawaiians (1970) as Dr. Whipple Sr. (uncredited)
 * Million Dollar Duck (1971) as Rutledge
 * Shoot Out (1971) as Sam Foley
 * The Late Liz (1971) as Sam Burns
 * Ironside (1972, TV series) as TV show host
 * Columbo (1972, TV Series) as David Buckner
 * Columbo (1972, TV Series) as Coach Rizzo / David L. Buckner
 * Mission: Impossible "The Bride" (1972, TV series) as Joe Corvin
 * All in the Family (1972, TV Series) as William R. Kirkwood
 * Search "Operation Iceman" (1972, TV series) as Ambassador Gordon Essex
 * Miracle On 34th Street (1973, TV movie) as Deputy District Attorney Thomas Mara
 * M*A*S*H (1974, TV series) as Lieutenant General Robert 'Iron Guts' Kelly
 * The Partridge Family (1974, TV series) "Danny Drops Out" as Claude Tubbles
 * The F.B.I. (1974, TV Series) as Frank Bonner
 * Emergency! (1975, TV Series) as Brackett's Father
 * Barney Miller (1975–1982, TV series) as Deputy Inspector Frank Luger (66 episodes)
 * The Strongest Man in the World (1975) as Chief Blair
 * Sanford and Son (1976) as Commander
 * The Bastard (1978, TV movie) as Will Campbell
 * The Main Event (1979) as Gough
 * The Comeback Kid (1980, TV movie) as Scotty
 * The Great American Traffic Jam (1980, TV movie) as General Caruthers
 * The Flight of Dragons (1982) as Bryagh / Smrgol (voice)
 * Wait Till Your Mother Gets Home! (1983, TV movie) as Dan Peters
 * Mr. Belvedere (1986, TV series) as Mr. Sparks (final appearance)

title: James Gregory (actor)


text:
Capability

A capability is the ability to execute a specified course of action or to achieve a desired outcome.

Capability may also refer to:

Business, economics, science and engineering

 * Capability (systems engineering), the ability to execute a specified course of action
 * Capability approach
 * Capability-based security
 * Capability management
 * Capability management in business
 * Capability Maturity Model Integration

Persons

 * Capability Brown (1716–1783), English landscape artist nicknamed "Capability"

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Capability


text:
Ferdinand Domela Nieuwenhuis

Ferdinand Jacobus Domela Nieuwenhuis (31 December 1846 – 18 November 1919) was a Dutch socialist politician and later a social anarchist and anti-militarist. He was a Lutheran preacher who, after he lost his faith, started a political fight for workers. He was a founder of the Dutch socialist movement and the first socialist in the Dutch parliament.

Biography
Ferdinand Domela Nieuwenhuis was born in Amsterdam, the son of Ferdinand Jacob Domela Nieuwenhuis, Lutheran pastor and professor of theology, and Henriette Frances Berry. When Nieuwenhuis was ten years old, his mother died. His brother was art collector Adriaan Jacob Domela Nieuwenhuis. His family added the second surname "Domela" in 1859.

After he died in Hilversum at the age of 72 on 18 November 1919, he was one of the first to be cremated and interred at Westerveld in Velsen. His funeral procession, attended by 12,000 sympathizers, traveled through Amsterdam.

title: Ferdinand Domela Nieuwenhuis


text:
Iztacalco metro station

Iztacalco is a station along Line 8 of the Mexico City Metro.

Iztacalco is in the borough of the same name, in Mexico City. Its logo represents the monastery of San Matías, the first church on Calzada de la Viga. The Nahuatl toponym Iztacalco means "in the house of salt". The station was opened on 20 July 1994.

Like the other stations on this stretch of Line 8, Iztacalco stands on Avenida Francisco del Paso y Troncoso (eje 3 Ote). It also connected with trolleybus line "M", which runs between INFONAVIT Iztacalco residential estate and Metro Villa de Cortés. This station is the closest to the Colegio de Bachilleres Plantel 3 "Iztacalco".

title: Iztacalco metro station


text:
User talk:Ajplmr

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ArbCom elections are now open!
MediaWiki message delivery (talk) 12:49, 23 November 2015 (UTC)

Nomination of Street Jams for deletion
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Nomination of Street Jams: Electric Funk, Volume 1 for deletion
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Nomination of Street Jams: Hip-Hop From the Top, Part 1 for deletion
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title: User talk:Ajplmr


text:
User talk:Kristian Slimak

Welcome to the Wikipedia
Welcome, newcomer!

Here are some useful tips to ease you into the Wikipedia experience:

 * First, take a look at the Wikipedia Tutorial, and perhaps dabble a bit in the test area.
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 * Remember to use a neutral point of view!
 * If you need any help, feel free to post a question at the Help Desk
 * Explore, be bold in editing pages, and, most importantly, have fun!

Also, here are some odds and ends that I find useful from time to time:

 * Policy Library
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 * Cite your sources
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Feel free to ask me anything the links and talk pages don't answer. You can most easily reach me by posting on my talk page.

You can sign your name on any page by typing 4 tildes, likes this: ~~~~.

Best of luck, and have fun!

ClockworkTroll 21:10, 14 Oct 2004 (UTC)

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title: User talk:Kristian Slimak


text:
Burton Bradstock

Burton Bradstock is a village and civil parish in Dorset, England, approximately 2 + 1/2 mi southeast of Bridport and 1/2 mi inland from the English Channel at Chesil Beach. In the 2011 Census the parish had a population of 948. The village lies in the Bride Valley, close to the mouth of the small River Bride. It comprises 16th- and 17th-century thatched cottages, a parish church (dedicated to St Mary the Virgin), two pubs, a primary school, shop, post office stores, beach café, hotel, garage, village hall, reading room a library. The parish has a National Coastwatch Institution Station, Lyme Bay Station.

History
The place was first recorded in the Domesday Book of 1086 as Bridetone, it had 28 households and the lord of the manor was the Abbey of Saint-Wandrille. The toponym means the place (Old English tūn) on the River Bride, and therefore has a different origin from most places named "Burton", including Burton, Dorset.

In 1286 land in the village was acquired by Bradenstoke Priory in Wiltshire. Bradenstoke, sometimes pronounced Bradstock, gave its name to the suffix "Bradstock".

The local church, The Parish Church of St. Mary, dates largely from the late 14th or early 15th century, though it was significantly restored in 1897. 950 yards south-east of the church is the Bronze Age burial mound of Bind Barrow, it is 64 ft in diameter and 5 ft high, it was scheduled as an ancient monument in 1959.

The cliffs were used for training before the Normandy landings in 1943.

Geography

Burton Bradstock lies on Dorset's Jurassic Coast, which in the vicinity of the village comprises vertical cliffs up to 150 ft high. Near the top of these cliffs is a layer of Inferior Oolite, which contains large ammonites. Rockfalls result in these being accessible to fossil hunters on the beach beneath. At Hive Beach there is a gap in the cliffs; the National Trust owns the land here and provide a car park. There is a yearly Spring Tide Festival on the beach.

Governance
The village is within the Dorset Council ward of Chesil Bank and the parliamentary constituency of West Dorset. The MP since 2019, is Chris Loder (Conservative Party).

Transport
The village has a frequent local bus service to Bridport via West Bay, and is also served by the X53 coastal bus service which runs east to Weymouth, Wareham and Poole and west to Bridport, Lyme Regis, Seaton and Exeter. The village has several local footpaths including one to the beach and the coastpath to West Bay.

Famous residents
The musician Billy Bragg has lived in the village since 2000.

title: Burton Bradstock


text:
User:Avaragado/scratch

Design idea for World Cup 2006 qualification pages
For use with, for example, Football World Cup 2006 - European Qualification Groups

title: User:Avaragado/scratch


text:
SAVILLE

SAVILLE is a classified NSA Type 1 encryption algorithm, developed in the late 1960s, jointly by the Government Communications Headquarters (GCHQ) in the UK and the National Security Agency (NSA) in the US. It is used broadly, often for voice encryption, and implemented in many encryption devices.

Little is known publicly about the algorithm itself due to its classified nature and inclusion in the NSA's Suite A. Some documentation related to the KYK-13 fill device and statements made by military officials confirm that SAVILLE has a 128-bit key, which consists of 120 key bits and an 8-bit checksum. Furthermore, it is known that SAVILLE has two modes of operation: Autonomous Mode (also known as Key-Auto-KEY or KAK) and Autoclave Mode (also known as Cipher-Text Auto Key or CTAK). On the AIM microchip, it runs at 4% of the clock rate (compare DES at 76% and BATON at 129%). The Cypris chip mentions two modes; specifications for Windster and Indictor specify that they provide Saville I.

Some devices and protocols that implement SAVILLE:
 * Secure Telephone Equipment (STU)
 * The VINSON family (voice encryption)
 * UK Lamberton (BID/250)
 * APCO Project 25 (single-channel land mobile radios) (Saville has algorithm ID 04)
 * Versatile encryption chips: AIM, Cypris, Sierra I/II, Windster, Indictor, Presidio, Railman
 * Spendex 40
 * Spendex 50 (also known as DBT)
 * Elcrovox 1/4
 * Motorola's SECURENET encryption module named FASCINATOR

title: SAVILLE


text:
Chideock

Chideock is a village and civil parish in south west Dorset, England, situated close to the English Channel between Bridport and Lyme Regis. Dorset County Council's 2013 estimate of the parish population is 550.

Chideock's economy mostly comprises agriculture (arable and pastoral) and tourism. The parish includes part of the Jurassic Coast, a World Heritage Site.

During much of its history Chideock has had a strong tradition of Catholicism; in the late 16th century four Chideock men were executed for their faith and became known as the Chideock Martyrs. There is a memorial to the men in the village.

The A35 trunk road passes through the village, which means the main street can have high volumes of traffic.

History
In 1086 Chideock was recorded in the Domesday Book as 'Cidihoc'. In 1379–80 John de Chideock, a manorial lord, built Chideock Castle just north of the village. During the Middle Ages ownership passed to the Catholic Arundell family, who used it to provide refuge for priests and loyal followers during subsequent religious persecution. During the Protestant reign of Elizabeth I the Arundell estate became Dorset's main centre of Catholicism, and the locality witnessed considerable religious strife. Four local Catholic men—John Cornelius, Thomas Bosgrave, John Carey and Patrick Salmon —were martyred in the late 16th century; their trial took place in the main hall of what is now Chideock House Hotel and they were executed in Dorchester. The men became known as the Chideock Martyrs. A fifth man, Hugh Green, who became Chideock's chaplain in 1612, was tried and executed in 1642. All five were beatified on 15 December 1929.

During the English Civil War Chideock was a royalist stronghold, and the castle changed hands more than once before it was ultimately left ruinous in 1645 by parliamentarian forces under the Governor of Lyme Regis, Colonel Ceeley. Chideock House Hotel may have been the headquarters of General Fairfax as he planned the castle's overthrowing. Parts of the castle remained standing until at least 1733 but only some of the moat can be seen today; it is in a field, accessed by Ruins Lane, and marked by a crucifix as a memorial to the martyrs.

In 1802 the Arundells were succeeded by the Weld family of Lulworth Castle who in 1810 built Chideock Manor. The Welds were also Catholic and in 1870-2 Charles Weld designed and built the village's Roman Catholic church in an unusual Romanesque style. It is dedicated to Our Lady Queen of Martyrs, and St Ignatius and remains in trust to the Weld family.

Among other surviving relics claimed by this location is St. Thomas More's hair shirt, sent to Margaret Roper the day before his martyrdom and later presented for safe keeping by Margaret Clement. This was long in the custody of the community of Augustinian canonesses who, until 1983, lived at the convent at Abbotskerswell Priory, Devon. More recent sources, however, state that the shirt is now preserved at the Roman Catholic Buckfast Abbey, part of a Benedictine monastery, in Devon.

Governance
Chideock is in the electoral ward of Chideock and Symondsbury, which encompasses much of the coast between Charmouth and West Bay plus inland beyond Symondsbury. The total population of this ward is 1,745. This ward is one of 32 that comprise the West Dorset parliamentary constituency, which is currently represented in the UK national parliament by the Conservative Chris Loder.

Geography
Chideock is situated in the Dorset Council administrative area about 2.5 mi west of Bridport, 5 mi east of Lyme Regis and 0.75 mi inland from the English Channel. The parish includes the coastal hamlet of Seatown, which is less than 1 mi to the south on the Jurassic Coast, a World Heritage Site. Seatown has a long shelving pebble beach, with views up towards the hill which forms Golden Cap, which at 191 m is the highest cliff on the south coast of England. Fossilised ammonites and belemnites can often be found on the beach due to continued coastal erosion of the soft blue lias clays which make up the cliffs. Iron-rich rocks such as lodestone and magnetite can also be found on the beaches near the village – these are thought to have been transported down the coast from Chesil Beach, having been deposited there by a shipwreck in the 1800s. Similar collections of these rocks can be found on beaches along the Jurassic Coast and in the neighbouring counties of Hampshire and the Isle of Wight.

Demography
Dorset County Council's 2013 estimate of the parish population is 550.

The population of the parish in the censuses between 1921 and 2001 is shown in the table below:

Results of the 2011 census have been published for the combined populations of Chideock parish and the small neighbouring parish of Stanton St Gabriel; the combined population was 686.

Transport
The A35 trunk road between Honiton and Southampton passes through Chideock, which in 1997 was the first village in Britain to have two speed cameras installed in response to perceived excessive speed. The National Trust refused permission for a prospective bypass over land it owns to the north of Golden Cap, citing its importance as an area of natural beauty. On 4 May 2010 a protest against the lack of a bypass was initiated by some residents and involved constant operation of a pedestrian crossing at the centre of the village for one hour's duration every week. This campaign continued for a year and may result in restrictions on heavy goods vehicles in the village.

title: Chideock


text: User talk:Perceval

title: User talk:Perceval


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No. 31 Squadron RAF

Number 31 Squadron, known as the Goldstars, is a squadron of the Royal Air Force. The Squadron lays claim to being the first military unit to fly in India, where it was based from 1915 to 1947. Throughout the Cold War, No. 31 Squadron was based in West Germany, flying from RAF Laarbruch and RAF Brüggen. Between September 1984 and March 2019, the Goldstars operated the Panavia Tornado GR1/4, initially from RAF Brüggen and after August 2001 from RAF Marham, Norfolk. No. 31 Squadron was disbanded on 14 March 2019 at RAF Marham and reformed on 11 October 2023 at RAF Waddington, Lincolnshire, equipped with the General Atomics Protector RG1.

First World War and Inter-War period
No. 31 Squadron was formed at Farnborough on 11 October 1915 as part of the Royal Flying Corps. The Squadron was initially composed of a single 'A' flight and was equipped with the Royal Aircraft Factory B.E.2c. No. 31 Squadron was soon deployed to Risalpur, on the North-West Frontier in the British Raj, where they arrived on 26 December. 'B' and 'C' flights were formed at Gosport in January and April 1916, before joining up with 'A' flight in Risalpur in May. In 1917, the Squadron sent a detachment to Khormaskar, Aden, to fly reconnaissance flights against Ottoman forces. No. 31 Squadron helped form No. 114 Squadron at Lahore when it provided an initial nucleus in September 1917. No. 31 Squadron would remain operating in India throughout the entirety of the First World War, flying the B.E.2c, B.E.2e and the Henri Farman HF.27, primarily supporting the British Army against dissident tribesmen.

The Squadron, along with No. 114 Squadron, took part in operations during the Third Anglo-Afghan War between May and August 1919. No. 31 Squadron carried out raids on Jalalabad on 17, 20 and 24 May in which they lost three aircraft. In June 1919, the Squadron's fleet was standardised with the replacement of the B.E.2s and HF.27s with the Bristol F.2B Fighter. For the next ten years, No. 31 Squadron helped police the Waziristan and Afghanistan regions as well as supporting the British Army in putting down any rebellions.

In February 1931, the Squadron replaced their outdated Bristol F.2Bs with the Westland Wapiti Mk.IIa. The 1935 Quetta earthquake forced the Squadron to relocate to RAF Drigh Road. In June 1937, No. 31 Squadron's laurel wreath and mullet squadron badge was officially approved by King George VI. In April 1939, No. 31 Squadron became a bomber-transport squadron when it inherited Vickers Valentias from No. 216 Squadron and the Bomber Transport Flight. After re-equipping with the Valentia, the Squadron carried out attacks against Mirzali Khan (known as the Faqir of Ipi) during the 1939 Waziristan campaign.

Second World War
For the first 18 months of the Second World War, No. 31 Squadron remained stationed at the North-West Frontier. In April 1941, the Squadron started to be equipped with Douglas DC-2s and began flying support missions to RAF Habbaniya during the 1941 Iraqi coup d'état and the following Anglo-Iraqi War. Returning to India the squadron re-equipped with the Douglas Dakota Mk.I. After the Japanese invasion of Burma, it flew missions between Calcutta and Rangoon dropping supplies for the XIVth Army. After World War II the squadron moved to Java. In 1946, the Squadron was disbanded in Java and reformed at PAF Base Masroor, Mauripur Karachi, at that time in British India.

Cold War (1948–1984)
At the end of 1947 it was again disbanded, but reformed in July 1948 when the Goldstars took over the aircraft and role of the Metropolitan Communications Squadron at RAF Hendon. On 1 March 1955, No. 31 Squadron reverted to its previous identity, and moved to RAF Laarbruch in West Germany with English Electric Canberra PR.7s, becoming a photo reconnaissance unit. The Goldstars received their Squadron Standard, for 25 years of service, on 13 September 1956. Between 8 and 12 September 1958, No. 31 (Photographic Reconnaissance) Squadron participated in Royal Flush III, a reconnaissance competition between 2 ATAF and 4 ATAF at Spangdahlem AFB. The Goldstars flew alongside No. 17 Squadron for 2 ATAF against USAF Douglas RB-66 Destroyers of 4 ATAF for the high altitude part of the competition, with the RAF squadrons being awarded the trophy by General Alfred Gruenther. No. 31 Squadron hosted 3º Stormo of the Italian Air Force when they deployed to RAF Laarbruch in 1967. No. 31 (PR) Squadron disbanded at RAF Laarbruch on 31 March 1971.

In June 1971, crew from No. 31 Squadron began to arrive at RAF Brüggen to help prepare the squadron for its conversion to the McDonnell Douglas Phantom FGR.2. The Goldstars flew their first Phantom sortie on 20 July 1971. The squadron held their reformation parade at RAF Brüggen on 7 October 1971, with the occasion marked by a flypast of four Phantom FGR.2s. No. 31 Squadron were declared combat ready to Supreme Allied Commander Europe (SACEUR) on 1 March 1972, with the unit shortly after deploying to Decimomannu Air Base, Sardinia, for an Armament Practice Camp (APC). On 25 June 1973, the Goldstars lost Phantom XV440 when it crashed into the Wadden Sea, killing pilot Flt. Lt. Hugh Kennedy and WSO Sqn. Ldr. David Hodges.

No. 31 (Designate) Squadron was formed on 1 January 1976 in preparation for conversion to the SEPECAT Jaguar GR.1 strike aircraft, with the new OC Wg. Cdr. Terry Nash arriving at Brüggen on 12 January. The squadron's Jaguar GR.1s were declared operational on 30 June 1976, with the Phantoms being given to both No. 19 Squadron and No. 92 Squadron. In December 1976, No. 31 Squadron was declared combat ready to SACEUR, with conventional weapons and eight British WE.177 nuclear bombs from 1977.

Tornado GR (1984–2019)
No. 31 (Designate) Squadron was formed in September 1984, when the unit took delivery of Panavia Tornado GR.1s at RAF Brüggen. The Goldstars completed their conversion from the Jaguar on 1 November 1984. The squadron's assignment to SACEUR and its war role did not change, although the squadron's allocation of WE.177 weapons increased to eighteen to account for the greater capacity of the Tornado, which could each carry two nuclear weapons, and the ratio of weapons to aircraft at full strength increased to 1.5 : 1. The apparent mismatch between aircraft numbers and WE.177 numbers is explained thus: RAF staff planners expected up to one third attrition in a conventional European high-intensity war, and some aircraft were to be held back in reserve to ensure that if a conflict escalated to use of tactical nuclear weapons, there were sufficient aircraft surviving to deliver the squadron's full stockpile of eighteen nuclear weapons.

In 1991, No. 31 Squadron was the lead Squadron of the Dhahran Tornado GR1/GR1A detachment during Operation Granby (Gulf War 1). Under the overall command of Wing Commander Jeremy (Jerry) Witts, the composite squadron was principally comprised from No. 31 Squadron with elements of Nos. IX (B), 14, 17 and 27 Sqns together with a reconnaissance flight formed from elements of Nos. II (AC) and 13 Squadrons. Wg. Cdr. Witts was subsequently awarded the Distinguished Service Order (DSO) for his actions.

The squadron's nuclear strike role at RAF Bruggen finished in 1994. On 1 January 1995, the squadron was declared operational in the Suppression of Enemy Air Defences (SEAD) role equipped with the Air Launched Anti Radiation Missile ALARM Anti Radiation Missile. While all Tornado GR4s are capable of carrying the ALARM Anti Radiation Missile, only No. 31 Squadron and No. IX (Bomber) Squadrons specialise in the role. In this role they are known as "Pathfinder" squadrons.

During 1999, the squadron re-equipped with the Tornado GR4. In the same year, No. 31 Squadron participated in Operation Engadine, NATO operations over the Federal Republic of Yugoslavia. For the latter part of this operation the Squadron was temporarily based in Corsica. No. 31 Squadron was the last RAF Squadron to be based at RAF Brüggen in Germany, before returning to the UK to be based at RAF Marham, Norfolk, in August 2001. In 2003, the Goldstars formed the core of the Ali Al Salem Air Combat Wing in Kuwait; an amalgamated Composite squadron of Nos. 31, 9, 617 and II (AC) Squadron crews under the overall command of Wing Commander Paddy Teakle (OC No. 31 Squadron at the time). His actions in command of the Squadron earned him the DSO. From Ali Al Salem Air Base, the squadron operated over Iraq during Operation Resonate South and Operation Telic.

No. 31 Squadron became the lead RAF Tornado GR4 unit on the Brimstone anti-tank missile, accepting the weapon into RAF service at its home base, RAF Marham, on 7 April 2005.

The squadron completed a tour of Afghanistan on Operation Herrick in 2012 providing fast air support to ground troops in contact.

In September 2012, they participated in Exercise Shaheen Star, a series of exercises in the United Arab Emirates with the host nation's air force, the French Air Force and the United States Air Force. On 12 August 2014, the Goldstars deployed to RAF Akrotiri, Cyprus, with six Tornados after the UK government authorised reconnaissance missions over Mount Sinjar in Iraq. However, they were shortly relieved in order for the squadron to deploy to Kandahar Airfield, Afghanistan, for their (and the Tornado's) last Operation Herrick deployment – returning to Marham on 11 November 2014. No. 31 Squadron returned to RAF Akrotiri in February 2015 for their first Operation Shader deployment.

On 10 July 2018, to celebrate the RAF's 100th anniversary, nine Tornado GR.4s from No. 31 Squadron and No. IX (B) Squadron participated in a flypast over London. On 13 November 2018, Tornado GR.4 ZD716 was unveiled by the RAF in a special retirement scheme to mark 35 years of Tornado operations. No. 31 Squadron was disbanded, along with No. IX (B) Squadron, on 14 March 2019 at RAF Marham.

Protector RG1 (2023 – present)
No. 31 Squadron reformed on 11 October 2023 at RAF Waddington, Lincolnshire, equipped with the General Atomics MQ-9B, a remotely piloted air system (RPAS), which will be known as the Protector RG1 in RAF service. The first Protector was delivered to Waddington on 29 September 2023, with operational flying expected to start in 2025.

Battle honours
No. 31 Squadron has received the following battle honours. Those marked with an asterisk (*) may be emblazoned on the squadron standard.

 * North West Frontier (1916–1918)*
 * Afghanistan (1919–1920)
 * Mahoud (1919–1920)
 * Waziristan (1919–1925)
 * North West Frontier (1939)
 * Iraq (1941)*
 * Syria (1941)
 * Egypt and Libya (1941–1942)*
 * Burma (1941–1942)*

 * North Burma (1943–1944)*
 * Arakan (1943–1944)*
 * Manipur (1944)*
 * Burma (1944–1945)*
 * Gulf (1991)*
 * Kosovo (1999)*
 * Afghanistan (2001–2014)
 * Iraq (2003)*
 * Iraq (2003–2011)

Commanding Officers

 * 11 Oct 1915 | Capt C Y MacDonald
 * 27 Mar 1916 | Maj C R S Bradley
 * May 1917 | Maj S Hutcheson
 * Jul 1917 | Maj R G H Murray MC
 * Dec 1918 | Maj E L Millar MBE
 * Aug 1919 | Flt Lt D H M Carbery MC DFC
 * Jan 1920 | Sqn Ldr A L Neale MC
 * Jan 1921 | Sqn Ldr A T Harris AFC; later MRAF Arthur 'Bomber' Harris
 * May 1922 | Sqn Ldr A C Maund CBE, DSO; later AVM
 * May 1924 | Sqn Ldr A A Walser MC, DFC; later Air Cdre
 * Jun 1924 | Sqn Ldr H S Powell MC
 * Nov 1925 | Sqn Ldr J O Archer CBE
 * Apr 1926 | Sqn Ldr J F Gordon DFC
 * Mar 1931 | Sqn Ldr B Ankers DCM
 * Feb 1934 | Sqn Ldr C J S Dearlove
 * Nov 1934 | Sqn Ldr R M C Macfarlane
 * Oct 1935 | Sqn Ldr J L Airey DFC
 * Oct 1936 | Sqn Ldr A V Hammond
 * Oct 1938 | Sqn Ldr F F Wicks DFC
 * Nov 1938 | Sqn Ldr C Stephenson
 * Apr 1939 | Wg Cdr G J L Read AFC
 * Dec 1940 | Wg Cdr W T H Nicholls
 * Jun 1941 | Wg Cdr S E Ubee AFC; later AVM
 * Sep 1941 | Wg Cdr H P Jenkins DFC
 * Jun 1942 | Wg Cdr W H Burbury AFC
 * May 1943 | Wg Cdr H A Olivier
 * Jan 1944 | Wg Cdr W H Burbury DFC, AFC
 * Feb 1945 | Wg Cdr R O Altmann DSO, DFC
 * Sep 1945 | Wg Cdr Brian R Macnamara DSO; later Air Cdre
 * Sep 1946 | Sqn Ldr D W S Evans
 * Sep 1946 | Wg Cdr R G F Drinkwater
 * Nov 1946 | Wg Cdr J M Cooke DSO, DFC
 * Sep 1947 | Wg Cdr C Fothergill
 * Jul 1948 | Wg Cdr A R Fane de Salis
 * Mar 1950 | Wg Cdr R E Ridgway DSO
 * Apr 1952 | Sqn Ldr C G StD Jeffries DFC
 * Nov 1952 | Sqn Ldr N Williamson DFC
 * Nov 1954 | Sqn Ldr R F V Ellis
 * Mar 1955 | Sqn Ldr J C Stead DFC
 * Jul 1957 | Sqn Ldr F H P Cattle AFC
 * Jan 1958 | Sqn Ldr L A Ferguson
 * Feb 1958 | Wg Cdr P A Kennedy DSO, DFC, AFC; later Air Cdre
 * Jun 1960 | Wg Cdr C T Dalziel
 * Dec 1962 | Wg Cdr P H L Scott AFC; later Air Cdre
 * May 1965 | Wg Cdr R G Price; later AVM
 * May 1967 | Wg Cdr R L Bennett
 * Oct 1967 | Wg Cdr R J Offord; later Air Cdre
 * Jun 1971 | Wg Cdr J C Sprent; later Gp Capt
 * Aug 1974 | Wg Cdr T H Stonor; later AM Sir Thomas
 * Jul 1976 | Wg Cdr T J Nash AFC
 * Jul 1978 | Wg Cdr R J Howard AFC
 * Dec 1980 | Wg Cdr P Edwards
 * May 1983 | Wg Cdr J W A Bolton
 * Nov 1984 | Wg Cdr Richard Bogg; later Air Cdre
 * Nov 1986 | Wg Cdr P Dunlop AFC
 * Aug 1989 | Wg Cdr J J Witts; later Air Cdr
 * Feb 1992 | Wg Cdr I S Hall; later Gp Capt
 * Aug 1994 | Wg Cdr S L Parkinson; later A/Cdre
 * Feb 1997 | Wg Cdr S Randles
 * Feb 1998 | Wg Cdr Robert (Robbie) Low
 * Sep 2000 | Wg Cdr Iain (Paddy) D Teakle DSO OBE; later A/Cdre
 * May 2003 | Wg Cdr Alistair (Al) J Byford MA; later A/Cdre
 * Jan 2006 | Wg Cdr Dean (Deano) R Andrew OBE; later A/Cdre
 * May 2008 | Wg Cdr Ian (Windy) D Gale MBE; later AM, ACAS
 * Oct 2010 | Wg Cdr James (Jim) Mullholland MA BSc
 * Oct 2012 | Wg Cdr Richard Yates OBE; later Gp Capt
 * Dec 2014 | Wg Cdr James (Freebs) Freeborough OBE; later Gp Capt
 * 2016 | Wg Cdr Matthew (Matt) Bressani OBE; later Gp Capt

Notable 'Goldstars'

 * MRAF Sir Arthur 'Bomber' Harris GCB OBE AFC RAF, former Goldstars Pilot and OC, later CinC Bomber Command.
 * ACM Sir Mike Wigston MA CBE RAF former Goldstar Pilot, later Chief of the Air Staff
 * AM Greg J Bagwell CB CBE RAF, former Goldstars Tornado Pilot, later Deputy Commander (Operations).
 * AM Sir Chris N Harper KBE RAF, former Goldstars QWI Jaguar Pilot
 * AM Ian Gale MA MBE RAF former Goldstar Pilot, later Assistant Chief of the Air Staff & Director-General of Joint Force Development, Strategic Command
 * Air Cdre Paddy Teakle DSO OBE RAF, former Goldstars Navigator and OC, Commander of the Ali Al Salem Combat Air Wing during Gulf War 2.
 * Flt Lt David "Lummie" Lord VC DFC Served most of his career as a Pilot (NCO Aircrew, later Commissioned) on 31 Sqn (1939-1944). Later posted to 271 Sqn where he was posthumously awarded the Victoria Cross for actions during Operation MARKET GARDEN dropping troops into Arnhem.
 * Flt Lt John Peters former Goldstars Pilot, separately famous as PoW during Gulf War 1 (while serving on XV Sqn).
 * Flt Lt Ian 'Abbo' Abson RAF, former Goldstars Tornado Weapons System Operator (WSO), twice recipient of the Croix de la Valeur Militaire avec Etoile de Bronze (Cross of Military Valour with Bronze Star), while on exchange service with the French Air Force, for Operations in Afghanistan and Libya.

Memorial
As part of the celebrations of its 100th birthday, a No. 31 Squadron memorial was unveiled at the National Arboretum in October 2015.

Affiliations

 * HMS Iron Duke (F234)
 * 3 Regiment Army Air Corps
 * Honourable Company of Air Pilots
 * 31 (Tower Hamlets) Squadron, Air Training Corps (RAF Air Cadets)

title: No. 31 Squadron RAF


text:
Somerset and Dorset Joint Railway

The Somerset and Dorset Joint Railway, also known as the S&D, SDJR or S&DJR, was an English railway line connecting Bath (in north-east Somerset) and Bournemouth (now in south-east Dorset but then in Hampshire), with a branch from Evercreech Junction to Burnham-on-Sea and Bridgwater. Strictly speaking, the main line ran from Bath Junction to Broadstone, as the line between Broadstone and Bournemouth was owned by the London and South Western Railway, while the line between Bath Junction and Bath was owned by the Midland Railway.

The line was used for freight and local passenger traffic over the Mendip Hills, and for weekend holiday traffic to Bournemouth. Criticised as the "Slow and Dirty" or the "Slow and Doubtful", it closed in 1966 as part of the Beeching axe despite protests from the local community.

Overview
The Somerset and Dorset Railway (S&D) was created in 1862, as an amalgamation of the Somerset Central Railway and the Dorset Central Railway. By the following year, it ran from Burnham-on-Sea in Somerset to Wimborne in Dorset. From Wimborne, the S&D trains could use a line owned by the London and South Western Railway (LSWR) to reach Hamworthy on the South Coast. It was anticipated that substantial traffic would be attracted to this cross-country link between the Bristol Channel and the English Channel. When this failed to materialise, the company, which was already in dire financial straits, decided to gamble everything on one last desperate bid for increased traffic, and built an extension from Evercreech Junction to Bath to join up with the Midland Railway. This new line provided a through route for traffic between the Midlands and North of England, and the South Coast. It produced a substantial increase in traffic, but too late to save the company, which went into receivership, and in 1875 it became jointly owned by the Midland Railway and the LSWR, and was renamed the Somerset and Dorset Joint Railway (S&DJR). After the 1 January 1923 Grouping, joint ownership of the S&DJR passed to the London, Midland and Scottish Railway (LMS) and the Southern Railway.

Its attractions were its quirky individuality, its varied scenery (captured particularly by the photographs and pioneering cine films taken by Ivo Peters), and the way it seemed to struggle against overwhelming odds. Its main line climbed to 811 ft above sea level at Masbury, and it contained several single line sections, but on summer Saturdays it managed to handle a considerable volume of holiday trains, when it seemed every possible locomotive was drafted into service to handle heavy trains requiring double-heading and banking over the steep gradients.

The S&DJR started before the railway network in England had settled down, and both local and strategic aspirations structured the line's earliest days. Work has now started to restore some remnants of the line to working condition, notably at Midsomer Norton in Somerset and Shillingstone in Dorset.

The S&D in the early 1960s
The fame of the Somerset & Dorset line reached its peak in the first years of the 1960s, just before final closure as part of the nationwide reduction of railway services, usually called the Beeching Axe.

The main line was still active, carrying local passenger trains and a daily long-distance train, the Pines Express, from Manchester to Bournemouth West, reversing at Bath Green Park. Local freight on the route survived in adequate volumes, although the Somerset coalfield was becoming ever more uneconomic to work and so coal traffic had dwindled.

On summer Saturdays, the line continued to carry a very heavy traffic of long-distance trains, from northern towns to Bournemouth and back. The traditional nature of the operation of the route was reflected in the fact that most of the originating towns were on the former Midland Railway system, almost as if the railway grouping of 1923 had never taken place. These trains brought unusual traffic combinations to the route, and the home locomotive fleet was augmented by strangers such as LMS Jubilee Class 4-6-0s from the north, though these did not work over the S&D proper, and West Country Pacifics from the south. For the summer seasons of 1960, 1961 and 1962 a small number of BR Standard Class 9F 2-10-0s, which were designed as heavy freight locomotives, were transferred to Bath locomotive depot, in an attempt to reduce the preponderance of double-heading required on the majority of trains between Bath and Evercreech Junction on account of the steep gradients encountered on either side of Masbury summit. For the same reason, during the summer months the native S&D class 7F 2-8-0s were also pressed into service to assist, or to handle lighter trains on their own.

The route remained almost entirely steam-worked until closure, though some diesel multiple units ran over the line on a couple of excursions only in the final years. After closure, diesels worked demolition trains, and some diesel workings operated to Blandford Forum after the line had closed.

Freight in the 1960s was largely in the hands of Fowler 4Fs, Stanier 8Fs, Standard Class 5 4-6-0s, and the S&DJR 7F 2-8-0s, assisted by Fowler 3F "Jinty" 0-6-0Ts and Great Western Railway Pannier Tanks; freight trains were assisted in rear by these locomotives over the Combe Down summit and over Masbury.

The Highbridge branch trains were latterly worked by GWR 2251 Class 0-6-0s, and LMS Ivatt Class 2 2-6-0.s

Geography

The S&D main line ran south from Bath Queen Square (later renamed Green Park) to Radstock, at one time the centre of the Somerset coalfield, and then over Masbury Summit, at 811 feet (274 m) above sea level, crossing the Mendip Hills, via Shepton Mallet and entering the catchment area of the River Stour to Wincanton and Blandford, joining the LSWR South West Main Line at Poole, the S&D trains continuing to the LSWR station at Bournemouth West.

The branch line from Highbridge to Evercreech Junction had been the original main line, when attracting steamer traffic across the Bristol Channel had been an objective. It traversed a sparsely populated area, and when the marine connection ceased, only Glastonbury and Street in the centre of the route contributed any worthwhile income. There had been other, shorter branches, but these too generated very little traffic and they had all closed by the early 1950s.

Serving only a string of medium-sized market towns between its extremities, the S&D generated a modest internal traffic, and had daunting operational costs, due to the difficulty of its main line. Its strategic significance was as part of a through route between the Midlands and the South Coast, by connecting with the Midland Railway at Bath. The Midland Railway linked Bath to Bristol and via Gloucester to Birmingham and the north. Heavy summer holiday passenger traffic and healthy through freight business was the result, but the long and difficult main line was always very expensive to run.

There was only one intermediate connection on the route, at Templecombe where the West of England line was crossed. There was an awkward layout there, requiring through trains to reverse along a spur between the S&D main line and the east-west LSWR main line. The full journey time for ordinary passenger trains was typically four hours, although the limited stop holiday expresses managed it in two hours.

Much of the S&D was single track, but the main line was double track from Midford to Templecombe, and from Blandford Forum to Corfe Mullen. Crossing trains on the single line sections always added operational interest to the line, but many enthusiasts chose to focus on the quirky operation of trains calling at Templecombe and the light engine movements associated with them. Trains had to reverse from Templecombe station to Templecombe Junction (for southbound trains, and the reverse for northbound), requiring use of a pilot engine to assist with these manoeuvres. In at least one case, a northbound train and a southbound train, both requiring to call at Templecombe station, were timed to arrive at Templecombe Junction simultaneously. The operating procedure was for the northbound train to set back on to the southbound train at the junction, thence to be pulled into the station by the southbound train engine, with the northbound engine still on the back. After completion of station work, the entire equipage was pulled back to the junction by the northbound train engine, where the two trains were uncoupled to continue on their separate ways.

History
The Somerset and Dorset Joint Railway came into existence on 1 November 1875. It was formed when the Somerset & Dorset Railway ran into unmanageable financial difficulties and they leased the line for 999 years to the Midland Railway and the London and South Western Railway jointly.

The origins of the Somerset & Dorset Railway lay with two separate companies, which built sections of line, each with their own ambitions.

Somerset Central Railway
The Somerset Central Railway started out as a local railway line designed to give Glastonbury transport access for manufactured goods, to the Bristol Channel and to the Bristol and Exeter Railway's main line. It soon saw that a longer connection southwards was useful, and made an alliance with the Dorset Central Railway, and built an easterly line to join that railway at Cole.

Origins
The Somerset Central Railway opened on 28 August 1854 from Glastonbury to Highbridge Wharf. Glastonbury was then an important manufacturing town, but its location made the transport of goods difficult. Coastal shipping was still dominant for transport and the Bristol Channel ports of Bridgwater and Highbridge were about 18 miles away. The Bristol and Exeter Railway (B&ER) had been opened, passing through both those towns, in 1841.

Highbridge was chosen as the destination because a route to Bridgwater would have been much more challenging technically, because of high ground to the east of Bridgwater itself. The Glastonbury Canal had been bought by the friendly B&ER, and by arrangement with them the canal was closed and the railway built partly on the course of the canal, reducing construction cost.

The line was opened as broad gauge, as a feeder to the B&ER, and had stations at Glastonbury, Ashcott, Shapwick, Edington, Bason Bridge (opened in 1862) and Highbridge at the B&ER station. There were goods facilities at Highbridge Wharf, to the west of the B&ER line. The line was worked operationally by the B&ER.

Initial results were encouraging, and the original objective of the railway, to give Glastonbury access to the maritime and railway transport links at Highbridge, was successfully achieved.

Development
Highbridge Wharf became a hive of activity, and at this early date coastal shipping was still an important means of transporting goods. To reach South Coast destinations the ships had a difficult and hazardous passage round Land's End, and there were hopes that the railway could become the core of a transport chain bringing manufactured goods, especially metal goods, from South Wales to the Southern Counties, and taking agricultural produce back to feed the industrial population in South Wales, using shipping across the Bristol Channel.

The success of Highbridge Wharf for goods traffic encouraged ideas of expanding passenger traffic across the Bristol Channel, and on 3 May 1858 the Somerset Central Railway opened an extension from Highbridge to a new passenger pier at Burnham, expecting heavy passenger traffic. The pier was actually a slip, a broad ramp 900 feet (274 m) long, sloping down at 1 in 21 into the tidal waters; and steamers berthed alongside at the point where the adjacent part of the slip was at a suitable height. Rails were laid on the slip, and single wagons were worked down to the steamers using a wire rope; passengers, however, walked to a platform at Burnham station nearby. In both cases the arrangement was awkward and inconvenient, and the anticipated traffic growth never materialised, and the Burnham Pier, which had cost £20,000, was a financial failure.

At the eastern end, a branch to the important city of Wells was opened on 15 March 1859. This had originally been planned to be part of a main line extension towards Frome, where the Wilts, Somerset and Weymouth Railway could be joined, giving the yearned-for access to the South Coast towns, but by now the Somerset Central thought that joining up with the Dorset Central Railway would be a more cost-effective option. Wells therefore was a branch line only, with the station at Priory Road. It too was broad gauge, and one intermediate station at Polsham was opened in 1861.

The impetus now however was the south-easterly link with the Dorset Central Railway, and parliamentary powers were sought for the extension to Cole.

The link to Cole
Cole was no destination in itself, but was the agreed point of meeting up with the Dorset Central Railway. The important town of Bruton lay nearby, but its topography made a closer approach difficult. The Wilts, Somerset and Weymouth Railway had been opened in 1856, giving broad gauge access to the Great Western Railway (GWR) system, but the Somerset Central wanted to have through standard gauge access to the Dorset Central Railway and the South Coast. Parliamentary powers were sought and the standard gauge was specified, but pressure from the broad gauge B&ER – who feared loss of the feeder traffic from the line it had supported – led to a requirement to lay broad gauge and to make a junction with the Wilts Somerset and Weymouth where the lines would cross.

The line from Glastonbury to Cole opened on 3 February 1862 and mixed gauge track was laid, although the required connection to the Wilts Somerset & Weymouth was never opened. Glastonbury to Highbridge and Burnham was converted to mixed gauge at the same time. Intermediate stations between Glastonbury and Cole were West Pennard, Pylle and Evercreech.

Initial opening
The Dorset Central Railway had started with higher ambitions than the Somerset line. Its promoters had originally intended a connection to the north via Bath, but their actual railway started more modestly. It opened on 1 November 1860 from the LSWR station at Wimborne, to the important market town of Blandford. The Blandford station at this time was south of the river Stour, at the hamlet of Blandford St. Mary, until later amalgamation, when the bridge was built over the river.

The line was worked by the LSWR. This and all of the Dorset Central Railway's lines were standard gauge. Intermediate stations were at Spetisbury, and Sturminster Marshall.

Northwards aspiration
Seeing that its northwards destiny could best be served by an alliance with the Somerset Central Railway, it obtained powers to extend to Cole and join that railway there, and it opened part of this route, from Templecombe to Cole on 3 February 1862, the same day that the Somerset company opened its section to Cole. There was one intermediate station, at Wincanton. All of this northern section was worked by the Somerset company.

Templecombe

Templecombe was a small community and its significance was the connection to London over the Salisbury & Yeovil Railway's line. The DCR trains used the Salisbury & Yeovil Railway station on the main line. The difference in levels between the two lines and the availability of land induced the company to make the physical connection facing towards Salisbury and London, and the junction was to the east of the S&YR station. The S&YR provided a track from the point of junction back to their station, and DCR trains arriving from Cole had to reverse from the junction to the S&YR station. It is unlikely at this early date that through running (without calling at Templecombe) was contemplated, and the DCR spur probably did not connect directly into the S&YR main line.

Formation of the Somerset & Dorset Railway

The Somerset Central Railway and the northern part of the Dorset Central Railway were worked as a single unit from the beginning, and on 1 September 1862 the two railways were amalgamated by Act of Parliament, under the title Somerset & Dorset Railway. At this time therefore, the system consisted of:
 * the original main line and its eastward extension, running from Highbridge to Templecombe (the junction with the Salisbury & Yeovil Railway);
 * the Highbridge Wharf extension and the Burnham extension at the western end;
 * the separate portion from Blandford to Wimborne Junction.

Closing the gap
The new company opened the missing link from Blandford to Templecombe on 31 August 1863, and now the original dream of a link from the English Channel to the Bristol Channel materialised. The LSWR allowed through passenger trains to run over their line between Wimborne and Poole, reversing at Wimborne. The Somerset and Dorset company therefore operated trains from Burnham to Poole and on the branch to Wells. At this time Poole station was on the western side of Holes Bay, at the location that ultimately became Hamworthy Goods.

Intermediate stations between the point of junction at Templecombe and Blandford were Templecombe (S&DR station), Henstridge, Stalbridge, Sturminster Newton, Shillingstone and Blandford. The original connection from Cole to the Salisbury & Yeovil Railway (S&YR) had faced towards London, and the new line diverged half a mile or so north of the S&YR line, passing under it by a bridge. The S&D Templecombe station was provided between the new junction and the S&YR bridge. The opening of Sturminster Newton station prompted the renaming of the Sturminster Marshall station to Bailey Gate (after the adjacent turnpike gate) to avoid confusion. At Blandford, a new station was built, situated more conveniently to the town, and the earlier DCR station south of the River Stour was closed.

Templecombe complications

Templecombe had suddenly become the most important interchange point on the system, and trains from Wimborne needed convenient access to a station. The company provided its own "Lower" station on the direct north–south line a little north of the S&YR line on the east of its own line. S&DR passengers had their own station, but the through traffic from Glastonbury and Highbridge to London was important, and would not think well of the half mile walk between the two stations. To accommodate those passengers, the S&YR operated a shuttle train service between the two stations.

This arrangement could hardly continue, but the topography of the village was challenging. The solution eventually adopted was to construct a new west-facing connection entering directly into the S&YR station. Because of the height difference it made its junction with the DCR main line some distance to the north at a new junction. The east-facing connection to the S&YR line was severed, although the spur was retained as a siding connected at the Templecombe S&DR end.

At some later date, it became obvious that the S&D station to the east of its main line was almost useless, as nearly all trains called at the main (Upper) station to make connections. The Lower station was closed and a short platform, Templecombe Lower Platform, was provided on the west side of the main line, adjacent to the main road. There were no facilities on it, and only the last train from Bournemouth and certain other very early or late trains used it.

Bournemouth reached at last
In the first half of the 19th century, Bournemouth was an insignificant hamlet, and when a railway from London to Dorchester was being planned, no importance was attached to the coastal area. Later as the town grew many of its wealthier inhabitants blocked the coming of the railway as they felt it would spoil the exclusivity of the town by allowing access to tourists from all classes. Accordingly, the railway from Southampton to Dorchester cut inland to pass through the important towns of Ringwood and Wimborne. There was a branch to the west of Holes Bay from Poole Junction (now Hamworthy) to a station called Poole, situated to the west of the bridge over the inlet. This was the "Poole" station that Somerset & Dorset trains reached over LSWR tracks, reversing at Wimborne.

This was inconvenient for the town of Poole, and the LSWR interest built a railway to reach Poole itself from Broadstone, opening on 2 December 1872, and through a daughter company from Poole to Bournemouth on 15 June 1874. The Bournemouth station eventually became Bournemouth West. Somerset & Dorset trains transferred from the Hamworthy station to the new Poole station immediately, and extended to Bournemouth as soon as the extension was opened. They still had to reverse at Wimborne, as the Corfe Mullen connection did not materialise until 1885.

The Bath extension
In earlier times the massive port and industrial centre of Bristol had been the northerly magnet, but in the intervening years other railways had interposed themselves. But the Midland Railway's Mangotsfield and Bath Branch Line had reached Bath in 1869, so the S&DR decided to head for that destination. This had the advantage also of crossing the Somerset Coalfield.

An Act of Parliament was obtained which included running powers for the last half mile into Bath over the Midland's line, and the use of their Bath station at Queen Square. The terrain was quite different from the previous ground covered, and engineers had to build many tunnels and viaducts. The line was steep, with a ruling gradient of 1 in 50. The summit, in the Mendip Hills, was 811 feet above sea level. (247 m). From Radstock to Midford the railway followed the route of the Radstock branch of the Somerset Coal Canal which was little used and had been replaced by a tramway on the canal's towpath in 1815. The S&DR purchased the waterway, filled in the canal, removed the tramway and built its railway along the route. This greatly reduced the cost and time of construction and provided a mostly level course, but forced the railway to follow the sharply-curved course of the original canal.

Completion was swift, despite a break in construction when a contractor had financial problems. It opened on 20 July 1874.

There were four passenger trains each way every day; two of them carried through coaches from Birmingham to Bournemouth.

Intermediate stations were at Wellow, Radstock, Chilcompton, Binegar, Masbury, Shepton Mallet and Evercreech New. The original Evercreech station was renamed Evercreech Junction.

Financial exhaustion and lease
The completion of the line to Bath brought a further massive traffic increase, but the financial burden of the loans taken to build the Bath extension weighed the little company down even more, and it soon became clear that even day-to-day operating expenses could not be met. Atthill describes the Bath extension project as an act of financial suicide.

The company realised that the game was up, and sought purchasers. The GWR and the B&ER were obvious candidates, but in August 1875 a 999-year lease was abruptly agreed jointly to the Midland Railway and the LSWR (the two railways whose networks it joined at either end), and this was confirmed by act of Parliament (39 & 40 Vict. c. cxv) on 13 July 1876.

The purchase price was generous, being calculated by the Midland and LSWR as much to exclude the GWR and B&ER from Bournemouth as anything else, and the rental income enabled the S&DR company to pay its shareholders $3 1/2$%, a considerable income in those years of very low inflation.

The railway route was now the Somerset & Dorset Joint Railway.

The Joint Committee
With the lease to two very powerful companies, the operation of the Joint Line (as it was now called) would no longer be hampered by shortage of money. The Midland Railway and the LSWR set up a joint committee, and divided up responsibilities so that the Midland was in charge of motive power, and the LSWR provided the infrastructure and rolling stock.

The serious accident at Foxcote, near Radstock took place on 7 August 1876, within a month of the formal takeover of responsibilities, and must have brought home to the parent companies the urgency of their intervening to bring things into good order. Operation of the complex stretches of single line had been done by Absolute Block working, but without any form of physical train staff (supplemented by telegraphic train orders issued from an office at Glastonbury), so the LSWR set about replacing this by the Electric Train Tablet method of single-line control.

Aside from that, the new management consolidated the links with mineral extraction interests near the line.

At Wells, two other railways, originally independent, had approached the S&D station there (Priory Road). The East Somerset line from Witham led in from the east, and had a station opposite the S&D station. The Bristol & Exeter operated branch from Yatton to a station in Wells at Tucker Street. The S&D station sat exactly between them and while these railways remained broad gauge, connecting them, a connection was difficult. Eventually they were absorbed by the GWR, and then converted to standard gauge, and on 1 January 1878 a through connection was made, so that goods traffic exchange was now possible, and GWR passenger trains could run throughout from Yatton to Witham, through the S&D station. They did not make calls there until 1 October 1934, and ceased to do so when the S&D Wells branch closed in 1951.

The main line transit from Bath to Bournemouth was still hampered by the necessity of reversing at Wimborne, and the Joint companies built a new cut-off line from Bailey Gate to what became Broadstone station. The new line ran alongside the Wimborne line for the first two miles to Corfe Mullen and the cut-off carried its first goods traffic on 14 December 1885, and was fully brought into use on 1 November 1886. It is not clear why the ten-month delay took place, but it may be connected with objections from the town of Wimborne at the obvious loss of train services.

In 1889 and 1891 the Midland Railway and the LSWR bought out nearly all of the stock of the original S&D shareholders, so that they finally became joint owners of the line.

Bridgwater joins the S&D
The original Somerset Central Railway company had considered the important town of Bridgwater as its western terminus, but had decided that the difficulties of constructing a route were too great. However the Bridgwater Railway Company made the connection from Edington Road, renamed Edington Junction, to Bridgwater, opening the seven mile line on 21 July 1890; there was one intermediate station at Cossington and a Halt at Bawdrip. From that time, there was a viable passenger transit from Bridgwater to London via Templecombe, in competition with the GWR route via Bristol.

The nominally independent Bridgwater Railway had a working arrangement with the LSWR and the line was operated from the outset by the S&D. After the 1 January 1923 Grouping ownership of the line passed to the Southern Railway.

Working of single line
From the late 1870s a number of the single line sections were made double track, to improve handling of the heavy train service, and by 1905 about two-thirds of the main line mileage was double track, and trains could now run throughout from Bath to Bournemouth with reasonable convenience, excepting only the awkward arrangement at Templecombe. Southbound trains calling there (to make connection into the LSWR Exeter main line) had to be hauled back to the S&D junction by a spare engine, then to continue their southward journey; the corresponding evolution in reverse was necessary for northbound trains. This complexity persisted until the final closure of the S&D line.

However the remaining single line sections proved a serious delaying factor for the traffic. Safety on single line sections was secured by every train carrying a token for each single line; instruments at the signal boxes were electrically interlocked to ensure that only one token could be out of the instruments for any one section at a time. The tokens had to be handed to the driver of every train by the signalman, and in the case of express trains, this meant slowing to walking pace to secure the handover.

Alfred Whitaker, the S&D locomotive engineer, developed a mechanical apparatus; part of this fitted to the locomotive cabside consisted of jaws which caught a loop on a pouch containing the token; the pouch was held at the lineside in a special delivery holder. The token to be given up by the train was correspondingly caught by a catcher fixed at the lineside.

This system enabled token exchanges to take place at 40 mph, and considerably accelerated the handling of through trains at single line crossing places.

The main line was single from Bath Junction to Midford (inclusive), from Templecombe Junction to Blandford with crossing places at Stalbridge, Sturminster Newton, Shillingstone and Stourpaine, and from Corfe Mullen to both Wimborne Junction and Broadstone Junction.

Locomotives and rolling stock
Locomotive and rolling stock on the Somerset and Dorset was largely defined by those running the line, the 5 main phases were:
 * Somerset and Dorset, 1863–1875
 * S&DJR – Midland Railway and LSWR, 1875 – 1923
 * Post grouping – LMS and Southern Railway (SR), 1923–1948
 * Nationalisation – British Rail Southern Region, 1948–1958
 * Nationalisation – British Rail Western Region (north of Templecombe) and Southern region (south of Templecombe), 1958–1966

The early locomotive fleet was bought in from suppliers, and as the company was always in financial difficulties, the stock was never to the highest specification.

The company had its own Locomotive, Carriage and Wagon works at Highbridge.This closed in 1930 and the locomotives were transferred to the control of the LMS.

Things improved considerably when the Joint ownership started, and the Midland Railway provided more powerful and reliable traction. Even so, the Midland Railway's policy of building small engines was spectacularly unsuitable for the heavy gradients and heavy loads of the S&D.

For many years, right up to 1959, a Midland design of 4-4-0 Class 2P was the mainstay of the express passenger traffic, with variations of 3F 0-6-0 freight tender engine and 0-6-0T tank engines. A revolutionary change took place when the Midland built a small fleet of 2-8-0 tender engines to handle the heaviest freight trains—the unique S&DJR 7F 2-8-0 series—with Walschaerts valve gear and the greatest tractive effort ever delivered by a Derby locomotive, with the exception of the "Lickey Banker" 0-10-0.

After nationalisation in 1948 the Southern Region Battle of Britain and West Country 4-6-2 locomotives were a common sight. The heavier Merchant Navy 4-6-2 was not used on the line. In the final few years, GWR Collett 0-6-0 tender locomotives in the 22XX class handled all of the Highbridge branch work, and LMS standard Jinty types dealt with the shunting duties. The LMS 4F 0-6-0 tender locomotives worked some trains down from Bath—they were commonplace on the Bath to Bristol services—and the Western Region drafted in green liveried Standard Class 5 4-6-0s in the 73XXX series, with BR Standard Class 4 4-6-0 75XXX 4-6-0 locomotives working from the Bournemouth end. The 7F 2-8-0s were pressed into passenger service in summer.

Some standard tanks classes operated on the line, the most powerful being the Standard Class 4 2-6-4T in the 80XXX series; these had one disadvantage, in that the water tanks extended along the cabside and this prevented the fitting of the Whitaker tablet exchange mechanism there.

In the early 1960s (1960 to 1963, to be exact) a small fleet of Standard Class 9F 2-10-0 locomotives were transferred to the line for the duration of the summer timetable period (roughly June to September) to work on the heaviest passenger trains. They included (in 1962) No. 92220 "Evening Star", the last steam engine to be built by British Railways. These locomotives proved ideal for the S&D, delivering considerable power, good steaming, and high adhesion. These heavy freight locomotives had relatively small wheels, and were not designed to run with passenger trains, but with the Pines Express they were easily able to reach, and perhaps exceed, the 70 mph line speed limit on the better, downhill parts of the route. After a review of the velocities of the reciprocating masses and coupling rods, a 60 mph maximum speed was urgently imposed.

Diesel multiple units were trialled on the route about 1959 when dieselisation of branch lines was in full swing elsewhere, but their relatively low power made them impractical for the steeply graded route.

Service in 1938
The S&D's domestic train service was not fast, and except on summer Saturdays, there were a handful of stopping services, several of them running from Bath to Templecombe and from Templecombe to Bournemouth separately, and even the through stopping trains waited for some time at Templecombe. Some trains ran from Highbridge to Templecombe, and a few of the trains started from Bristol, reversing at Bath. (All these comments apply "and vice versa" wherever appropriate.)

The 1938 Bradshaw gives a good snapshot of the train service:

Stopping trains took the best part of four hours for the Bath to Bournemouth journey. In July 1938 stopping trains left Bath Queen Square at
 * 06:50 (Bristol Temple Meads] to Bournemouth)
 * 08:30 (to Templecombe)
 * 09:20 (Bristol Temple Meads to Bournemouth fast, 2 hours 35 minutes Bath to Bournemouth)
 * 10:20 Clifton Down via Bristol Temple Meads to Bournemouth semi-fast, 2 hours 35 minutes Bath to Bournemouth)
 * 13:10 (to Templecombe)
 * 14:50 (to Templecombe; 15:00 on Saturdays)
 * 17:05 (to Templecombe)
 * 18:35 (to Bournemouth)
 * 21:00 (to Evercreech Junction, continuing to Wincanton on Wednesdays and Templecombe on Saturdays)
 * 23:00 to Midsomer Norton

The last train of the day from Bournemouth to Templecombe terminated there at the lower platform instead of reversing into the Upper station. A summer Sunday evening train started from the Lower Platform and ran to Bournemouth Central, but there were only one or two trains on Sundays.

The connections at Templecombe were poor, and this probably reflects timetable improvements over the years on the Waterloo – Salisbury – Exeter line that were not supported by S&D connectional arrangements. The early possibility of making a fast Bridgwater to Waterloo journey via Templecombe had vanished by 1938.

Summer Saturdays increased this traffic immensely over the domestic business; holidaymakers returning home wanted to leave Bournemouth in the morning, but the southbound arrivals travelled later in the day (having left northern towns in the morning).

There were thirteen long-distance trains handled over the S&D, all but one of them with Bournemouth as their southern terminal. The exception ran to Sidmouth and Exmouth, leaving the S&D at Templecombe; in later years it ran from Cleethorpes, forming an interesting coast-to-coast service. The holiday trains otherwise avoided Templecombe, and many ran non-stop from Bath to Poole taking two and a half hours from Bath to Bournemouth. The northern terminals were mainly on the former Midland Railway system, with Bradford in the lead, although the Pines Express ran to and from Manchester. Two southbound trains and one northbound train started on Friday night and ran through the small hours.

Branch lines
Six trains a day ran on the Highbridge line from Burnham-on-Sea to Evercreech Junction taking about 70 minutes for the 24 miles – two morning trains continued to Templecombe. A seventh train ran as the last of the day from Burnham-on-Sea to Wells, and the first train of the day in the reverse direction also ran from Wells to Burnham-on-Sea. In addition there were eleven daily trains in summer between Highbridge and Burnham-on-Sea only.

The Wells to Glastonbury line saw six trains each way daily, and the Bridgwater branch had eight trains each way (plus one Wednesdays only down train) daily. These more or less connected with trains for Evercreech at Edington Junction.

Closures
The line began to decline in use from the 1950s onwards. In 1951, the branch from Glastonbury to Wells was closed. In December 1952, passenger services were withdrawn on the branch from Edington Junction to Bridgwater (Edington Junction being renamed 'Edington Burtle'); followed by closure of the branch on 1 October 1954. The short section of branch-line from Highbridge to Burnham-on-Sea closed to regular services in 1951, though through specials continued to use the line until September 1962. Highbridge was the new branch terminus and was renamed several times, becoming: Highbridge & Burnham-on-Sea. In 1956 four of the smaller stations on the Dorset section of the main line were closed as an economy measure.

In 1958 management of the line north of Templecombe was transferred from the Southern Region of British Railways to the Western Region of British Railways. In the five years after this, through trains from the north and the Midlands were diverted to other routes, notably the daily Pines Express, which was re-routed after the end of the summer timetable in 1962.

In Summer 1962, John Betjeman (before his knighthood) visited the Somerset and Dorset to make a short BBC documentary, entitled "Branch Line Railway", first broadcast in March 1963. Starting at Evercreech Junction, Betjeman travelled the 24-mile stretch to Highbridge and Burnham-on-Sea, making a plea for this branch line to be spared by Dr. Beeching. The black-and-white film was issued on video by BBC Enterprises in 1987.

A further small closure affecting the S&D in 1965 of the Bournemouth West terminus station saw S&D trains in the last months starting from and ending at Bournemouth Central.

Despite the Labour government elected in 1964 promising no further major railway cutbacks, an active campaign to save the line was lost when on 6 September 1965, the closure consent covering most of the S&D and the line to Bristol via Mangotsfield was issued. Tom Fraser was the Minister of Transport at the time. That consent was followed by another for Broadstone station and Creekmoor Halt as these stops had also been served by another passenger service, though that had already been withdrawn.

Closure scheduled for 3 January 1966 was deferred when one of the road operators withdrew his application for a licence to provide some of the alternative road services, and an emergency service was introduced on that date instead. This reduced the number of trains departing Bath to four a day (06:45, 08:15, 16:25 and 18:10), and two a day (06:55 and 16:00) from Highbridge. There were no through trains other than the 18:46 from Bournemouth Central on Saturdays, with journeys being broken at Templecombe and no suitable connections provided. There were no services on Sundays. Finally, on 7 March 1966 the whole S&D line from Bath to Bournemouth – and also the Evercreech Junction to Highbridge line – was closed under the Beeching Axe and dismantled. Three short sections survived:
 * Blandford Station remained open for freight only, accessed by a branch from Broadstone until 1969.
 * A section from the GWR main line at Highbridge to Bason Bridge remained opened to allow milk trains to access the United Dairies creamery. In the months before closure, goods trains loaded with fly ash tipped at the construction site of the M5 motorway to enable it to progress across the Somerset Levels. Progress on construction of the motorway finally closed the spur on 3 October 1972.
 * After the decision to close the S&DJR in 1966, a connection was made to the west of Radstock North with the GWR main line. This allowed trains on the former GWR Bristol and North Somerset Railway to traverse a short spur through Radstock North to Lower Writhlington Colliery, Braysdown Colliery and Writhlington Colliery, to transport coal to Portishead power station. After the last coal from the Somerset Coalfield was extracted from Writhlington Colliery on 28 September 1973, the spur was dismantled

Accidents

 * Foxcote (Radstock) collision, 1876
 * On 13 April 1914, a passenger train hauled by locomotive No. 52 was derailed at Burnham-on-Sea.
 * Bath goods yard 20 November 1929 3.25. An S & D locomotive 2-8-0 no 89 ran out of control from the Combe Down tunnel when the crew were overcome by fumes. The loco crashed into the goods yard at Green Park Station killing the driver and two others.
 * Braysdown Accident. On 29 July 1936, the crew of an empty colliery wagon train at Foxcote mistakenly abandoned their engine. The wagons were derailed, but no one injured.
 * On 19 August 1949, a British Railways passenger train from Highbridge collided with an Eclipse narrow gauge diesel locomotive crossing on the level and left the track, ending up in the Glastonbury Canal. From 1922 onwards, the Eclipse Peat Works industrial tramway had a level crossing on the SD&JR Burnham-on-Sea branch, .5 mi west of Ashcott railway station. The collision occurred when the tram locomotive stalled on the Eclipse level crossing on the SD&JR branch further towards Glastonbury.The locomotive was cut up into pieces and removed.

Restoration, renovation and preservation
Sections of the line are being restored. These include:

Somerset & Dorset Railway Heritage Trust
The Somerset & Dorset Railway Heritage Trust is based at Midsomer Norton South station. It operates a one-mile section of line on the original trackbed heading south from Midsomer Norton towards Chilcompton. Public trains ran every two weeks in 2019.

The North Dorset Railway at Shillingstone
The North Dorset Railway (formerly the Shillingstone Railway Project) is based at Shillingstone railway station. This heritage railway attraction intends to run standard gauge trains and aims to restore the line between the sites of Sturminster Newton and Stourpaine and Durweston as well.

Gartell Light Railway
There is also a narrow gauge line south of Templecombe – the Gartell Light Railway – which uses a short section of S&D trackbed, with a planned extension northwards to Templecombe.

Somerset and Dorset Railway Trust
The Trust was originally set up as the Somerset & Dorset Circle in late 1965 - before the line closed. In 1970, the Trust acquired S&D 7F locomotive No. 53808 from Woodham Brothers' Barry Scrapyard. The locomotive returned to steam in 1987. At Washford on the West Somerset Railway the Somerset and Dorset Railway Trust operated a museum of historical items and rolling stock originating from the S&D. As of summer 2021, the stock and artefacts are being relocated owing to the Trust having been served with a Notice to Quit the site in February 2020.

The New Somerset and Dorset Railway
A group called the New Somerset and Dorset Railway, has been set up with the aim of restoring the line between Bournemouth and Bath, along with key branch lines, as a commercially viable railway running freight and commuter services (with provision for heritage services too). The group was formed 6 March 2009 as a reaction to climate change, peak oil, capacity restraints on the existing railway network and inefficiency in other forms of transport. Their intention is to buy up stretches of trackbed and buildings, as well as lobbying local and national government and encouraging restoration work along the line. They aim to present a document 'The Case for a New S&D' soon. The first step is the purchase of the site of Midford station, and restore it for use as an information office and operating base, although track will be re-laid (possibly towards Wellow) as part of the route reopening. The New S&D also started restoring Spetisbury station in Dorset in cooperation with Dorset County Council; this was to echo the role of Midford but with the addition of refreshment facilities. However, the Spetisbury group is now independent, see below.

Non-railway use preservation
Bath Green Park station has been fully preserved. With road access gained over the former railway bridges, in the former goods yard and approach roads Sainsbury's have developed a supermarket, while the main train shed houses a series of small businesses and a twice-weekly market.

A short section of the former railway forms the North Dorset Trailway, a multi-use rail trail. The trail currently extends from Sturminster Newton to Spetisbury with plans to continue a further 5km northwest to Stalbridge.

Two Tunnels Greenway
The section from Bath Green Park to Midford was bought and retained by Bath Council as part of their Two Tunnels Greenway. Under the management of Sustrans, who input £1M of the £1.9M project cost, the scheme provides a dual walking and cycle path from the centre of Bath to Midford, where it intersects with National Cycle Route 24. In July 2010, the council transferred the care of the Devonshire and Combe Down Tunnels to Sustrans. The section was opened on 6 April 2013.

Spetisbury Station Project
This is a Community Interest Company (CIC) which has been clearing and improving the station site at Spetisbury, Dorset,with a long-term objective of creating a small railway heritage centre. Originally part of the 'New S&D' referred to above, the group subsequently became independent.

Glastonbury Festival
The trackbed from Steanbow Crossing to Cock Mill Crossing, between the sites of Pylle and West Pennard stations, crosses the site of the Glastonbury Festival and functions as an internal road within the festival site. There are gates at both points where it crosses the perimeter fence.

Maesbury Railway Cutting
Maesbury Railway Cutting between East Horrington and Gurney Slade is a Geological Conservation Review site because it exposes approximately 135 m of strata representing the middle and upper Lower Limestone Shales and the basal Black Rock Limestone. Both formations are of early Carboniferous (Courceyan) age.

Preserved S&DJR locomotives

 * S&DJR 7F 2-8-0
 * 53808 – Mid Hants Railway
 * 53809 – North Norfolk Railway

Neither of the S&DJR Sentinels has been preserved but a similar locomotive is operational at Midsomer Norton railway station.

Preserved rolling stock
Four ex-S&DJR carriages have survived:
 * No. 4 six-wheel first, built in 1886, is preserved at Washford on the West Somerset Railway and is currently operational in S&DJR livery and owned by Somerset & Dorset Railway Trust. It was grounded at Templecombe and was preserved from the site in 1986.
 * Two other six-wheel carriages are preserved by the Somerset & Dorset Railway Trust on the West Somerset Railway;
 * No. 98 third, built in 1894 and No. 114 third are both preserved in an unrestored condition, both in original S&DJR livery and with original lettering too.
 * Section of a four-wheel passenger brake has also been preserved by the Somerset & Dorset Railway Trust.
 * No. 2 four-wheel first, was grounded at West Huntspill but was broken up by the Somerset and Dorset Railway Trust for spares around March 1994.
 * No . 9 Brake Van, was in a field at Highbridge and was recovered by the SDRT around October 2001, it was faintly marked 'Wells Branch', 'S D J R' and 'No 9'.

title: Somerset and Dorset Joint Railway