Two Tunnels Shared Path

A new shared path for Bath and North East Somerset

Route Sections

Introduction

This page has a note of the various path sections listed from the north end with notes on landowners.

The Western Riverside Development is not part of the path as such, but this large redevelopment of derelict industrial land will anchor the northern end of the Two Tunnels shared path, which connects the development and Oldfield Park. Physical work on the Western Riverside site is expected to start during 2007.

Linear Park

Owned by Bath and North East Somerset Council and managed as series of public open spaces by them, between the site of the Western Riverside Development and Devonshire Tunnel. The northern end of Linear Park ends close to the site of a vanished viaduct over the Lower Bristol Road adjacent to the 'Royal Oak' public house (That pub being a pleasant surprise to the intrepid walker who discovers it: it has the valuable distinction of being the first in a string of visitor attractions on the Two Tunnels Shared Path, 5.2 kilometres from the 'Hope and Anchor' at Midford).

Linear Park was created in the 1970s. Unfortunately the best practice then was to remove rail over road bridges as they were considered to be traffic obstructions and liabilities.

Other earthworks on the line were lowered and the spoil used to part fill cuttings, resulting in a rather lumpy urban park. The resulting path through this park has been improved over the years, but can still suffer from bad drainage, and is not an easy walk in winter. The 'Two tunnels' path would release funds to improve access to Linear Park, with additional connecting links to the surrounding community. Also provided would be a better surface underfoot.

Sensitive design is a requirement - to respect the views of existing users and neighbours, who rightly value the seclusion of the existing path. The essence of good design of a shared path is the potential to offer an attractive environment for its intended users while minimising potential conflicts between different user groups - not as an ambition - this must be achieved on the ground. Linear Park fortunately allows considerable width in which to achieve this, with minimal disruption of existing plant growth.

If the Two Tunnels project cannot deliver gains for all users of Linear Park both at the present time and in the future, then it should not proceed. However, we believe the gains will be substantial.

Bridge over Great Western Main Line

The S&D railway crossed the current GW main line between Bath and Bristol on a three span single track brick viaduct. This is in railway ownership and is maintained in good condition, and can be viewed from the Brunel-designed road bridge immediately alongside, traffic allowing.

Traffic on the road bridge is 'one way only', which makes this a less than pleasant interruption to Linear Park. Returning the S&D bridge alongside to use would improve the continuity of the route at little cost. Sustrans now has an agreement that this bridge can be made available to the path.

Linear Park's southern end is at the site of Devonshire Tunnel - see below.

Devonshire Tunnel

Owned by BRB (Residuary) Ltd, and 447 yards in length, on a curved and falling 1:50 gradient to the buried north portal.

While Lyncombe Vale is council owned and a permissive path, please respect the fact that the tunnel is private property, with access only by arrangement with the owners (who have kindly agreed for the transfer of the tunnel to either Sustrans or the local authority in a timely fashion).

It is stone lined throughout, and relatively dry, with a believed-to-be-functioning drainage adit on the up side.

The tunnel walls are blackened with a thick crust of soot from engine exhaust, while a strip in the roof is blasted clean by that same exhaust. This speaks volumes about working conditions in railway days - there was less than a foot in clearance between the chimneys of certain locos and the roof. Blowbacks from the loco firebox and the danger of slipping to a stand were two of the threats to train crews here. The practice of double heading trains will not have helped with conditions on the footplate.

The tunnel passes beneath property and a major road, it is subject to regular inspections and is believed to be in good condition. It has a clean history as far as its structure is concerned, having needed no major attention since it was built. The northern tunnel approach cutting is part-filled with material taken from an adjacent embankment, but the fill doesn't intrude into the tunnel, the portal of which is protected by a massive barrier which holds the cutting fill material off the portal itself. An access shaft within concrete ring sections leads to the surface - the top of this manifests as a square pillar in the cutting above, topped with a damaged and sealed access cover.

Extension of the path through this tunnel would create an easy access to the path for people living in Oldfield Park, and justify the needed improvements to Linear Park. Many other tunnels of a similar length and geometry are in use as shared paths.

Lyncombe Vale

Owned by Bath and North East Somerset Council. A short and historic stretch of the line emerging from Devonshire tunnel and climbing to its summit, before entering the sealed portal of Combe Down Tunnel. The line here is passable on foot between the tunnels, and is use as a permissive recreational path. Overgrowth of trees has suppressed the more desirable diverse grassland habitat that the railway's banks would once have contained, and the tree growth is damaging cutting sides, leading to rock falls. This now secluded stretch once saw many Saturday long distance trains to and from a range of northern destinations, and the line here deserves more recognition - a shared use path would ensure its maintenance.

Of two small viaducts here, both are in fair condition but will benefit from being taken into care and maintenance - receiving a waterproof deck for starters.

Remarkably, the entire route from Evercreech to Bath was built in a space of two years. Many of the structures have been extensively repaired in railway days to put them into good shape.

Combe Down Tunnel

Owned by Wessex Water, but not now required for their operations, the company is supportive of the Two Tunnels project. At 1 mile 69 yards, this was the longest 'Unventilated' tunnel in the UK, it has no air shafts and no connection with the stone mines of Combe Down. The lack of ventilation is the major reason why the route was not chosen for NCN 24 - but ventilation is not a problem as the tunnel portals open into rather different environments, and the Lyncombe Vale portal is over fifty feet higher than the southern end, factors that tend to make the tunnel self-ventilating. Even in calm conditions, the air in the tunnel can usually be felt to be flowing from one end to the other owing to convection. The tunnel is in good condition, passing through massive beds of oolite limestone which are revealed within the many sections where the tunnel is unlined. It's also largely dry: at a rather higher level, Combe Down has a layer of Fullers Earth clay through which ground water does not penetrate, protecting the porous limestone beneath. An American study strongly suggests that the tunnel will not pose a security risk to its users.

While none are as long as Combe Down, there are many other examples of tunnels successfully in use as shared-use paths, and they've proved not to be a problem in terms of personal safety for the user. For those who might intend mischief, a tunnel will actually severely limit escape routes.

South approach to Combe Down Tunnel

In 2005, this section was in private ownership, with an access agreement in respect of Wessex Water and the tunnel itself.

Tucking Mill Viaduct

Wessex Water organised the building of barriers at each end of this structure to safeguard it from vandalism, it was then bought from British Rail in 1992 probably by a company whose title is or was 'Monumental Trust Limited' who may have ceased to trade. The viaduct is in fair but unmaintained condition, and in need of attention, especially as it crosses publicly accessible land owned by Wessex Water - the Tucking Mill Fishery and Study Centre. It is feasible to create disabled-friendly access to the line at this point, to match that already available at Midford.

The viaduct would benefit from being treated as an asset rather than a liability, has lost much of a parapet to vandals, and is currently at risk of damage from the vegetation growing on it.

Trackbed from Viaduct through cutting

This short section is owned by Wessex Water, who recently ran a water main through the cutting, after which they restored the path's surface.

Trackbed from South end of cutting to Midford

This section is rivately owned by the Midford Castle estate (which in March 2006 is for sale) The path follows the trackbed of the old line, which runs across the hillside, below and at some distance from the 'Castle' which is actually a distinctive and attractive private house. After many years in use as a path, and following action by the local council in support of many local residents, the line here now has public footpath status. The rail trackbed is for the most part invisible from the castle, being shielded by trees. Access to this section from the north is via steps from the fishery. The north end of this section adjoins Avon Wildlife Trust's Tucking Mill Reserve.

Access from the south is via national cycle network route 24, which uses the trackbed from Midford south to Wellow.

The area south of Bath is host to copious relics from past industries. Pictured here is a little known relic from the line itself: Hallade monuments, named after a french engineer, were used as datum points when laying out and maintaining railway track by hand. This numbered example is from the junction at Midford, and is now a monument to the generations of railway people who worked on the upkeep of the the S&D's track - its appearance was often immaculate.

National Cycle Network NCN 24 at Midford Viaduct

NCN 24 was taken across the viaduct in early spring 2005, avoiding the need to cross the main road beneath on the level. The section through to Wellow now awaits completion. This completed section takes a previously derelict and neglected industrial structure and renews its function. This section gives a clear vision of the appearance and qualities of an onward extension to Bath, which would bring Midford within around 2½ miles of the city centre, and by a flattish and largely traffic free route.

At Midford, the route passes the 'Hope and Anchor' public house, which has its own entrance from the Sustrans path. Its name harks back to canal days - the pub is sandwiched between the site of the Somerset Coal Canal, and the embankment that now carries NCN 24. An original canal bridge survives next to the pub, which is well able to provide soft drinks and refreshments to users of NCN24. If you happen to visit the pub in the evening and the moon rises close to full, it's well worth strolling across the viaduct to enjoy the sight of it clearing the trees at the opposite end.

To the south, NCN 24, here called 'Colliers Way' will take you to Radstock and then Frome. Radstock repays exploration: especially with a Guided walk leaflet or two ...

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