The Southern's Withered Arm

The Southern’s Withered Arm Alan C Butcher

The Southern’s Withered Arm

Alan C Butcher

© Images and design: The Transport Treasury 2019. Text Alan C Butcher.

ISBN 978-1-913251-05-5 First Published in 2019 by Transport Treasury Publishing Ltd. 16 Highworth Close, High Wycombe, HP13 7PJ www.ttpublishing.co.uk The copyright holders hereby give notice that all rights to this work are reserved.

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Printed in the UK by Messrs. Henry Ling Ltd. Dorchester.

2

Contents Introduction

4

1

Axminster and the Lyme Regis Branch

6

2

Seaton Junction and Branch

14

3

Honiton and approaches

20

4

Sidmouth Junction and Branches

24

5

On to Exeter

33

6

The Ex mouth Branch

41

7

Exeter Central to Ilfracombe

44

8

Barnstaple to Halw ill

66

9

Coleford Junction to Bude

71

10

Halw ill to Padstow

85

11

Wadebridge to Wenford Bridge and Bodmin 97

12

Meldon Junction to Ply mouth

101

13

The Callington Branch

106

14

Around Ply mouth

110

Bibliography / Further Reading

112

Front cover: The elevated position of Okehampton station allowed for great v iews over the valley of the River Okement and the hills beyond. Class T9 No. 30719 heads a Padstow bound train in July 1960.

The heritage Dartmoor Railw ay now uses this stretch of line. R C Riley 15027.

Title page: BR Standard Class 4MT No. 80035 is seen in the countryside near Harpford w ith an Exmouthbound serv ice from Sidmouth Junction on 10 th August 1963. P W Gray 3352.

Opposite: The end of the Southern’s journey from Waterloo was at Plymouth Friary. On 11 th April 1953, the driv er of Bulleid ‘West Country’ class Pacific No. 34017 Ilfracombe has a final check of the lubrication system before departing for Exeter Central. R E Vincent 73/C/1/2.

Rear cover: Having undergone maj or modifications at Eastleigh in February 1957, No. 35023 Holland Afrika Line is seen at Exmouth Junction shed on 5 th July 1957. The ‘Atlantic Coast Express’ was the Southern’s premier express to the West Country. R C Riley 10994.

Note to photographs: The images used in this publication are from: Peter W Gray, R C (Dick) Riley and Roy E Vincent collections held by the Transport Treasury. If you have any additional information or note something amiss, please contact the publisher so corrections can be made to future reprints.

3

Introduction

I

n the early 1830s a surveyor from Plymouth, Roger Hopkins, was appointed to survey the route for a railway between Bodmin and Wadebridge. As a result on 23rd May 1832, Parliament passed the Act that authorised construction of a seven mile line between the towns concerned. In addition a 6½-mile line linking Wenford Bridge Junction and Wenford Bridge was included, along with a mile long line to Ruthern Bridge.

The line was opened on 4 th July 1834, becoming the first locomotive-operated railway in Cornwall. As an indication of traffic potential, the main line was from Wadebridge

to Wenford Bridge – Bodmin and Ruthern Bridge being mere branches.

In 1846 the Bodmin & Wadebridge Railway (B&W) was acquired by the London & South Western Railway (LSWR); isolated by 200 miles from the latter’s nearest railhead at Basingstoke. It was not until the Great Western Railway (GWR) reached Boscarne Junction in 1888 that the B&W was connected to the rest of the railway network.

The LSWR finally arrived, via the North Cornwall Railway Act of 18 th August 1882, at Wadebridge in 1895.

Class E1R No. 32608 heads a short mixed train near Dunsbear Halt on the North Dev on & Cornw all Junction line. There w as a limit to the number of unbraked wagons that could be hauled due to the gradients on the line, and this load w ould have been 4on the limit. R E Vincent V2087/3.

Introduction The final pieces of the Southern’s network in the west were completed, when in 1899 Padstow was connected to Wadebridge, and in 1925 with the completion of the North Devon & Cornwall Junction Light Railway linking Halwill to Torrington.

There had been a change of ‘owner’ when the Southern lines west of Blandford Forum, Dilton Marsh (near Westbury), Dorchester and Wilton, were transferred to the Western Region on 1 st January 1963. It was reported that, initially, the Southern was more than happy to see the back of its ‘Withered Arm’, which was now making losses; later changing its mind when the scale of the devastation of lines in the West Country was promoted in Dr Richard Beeching’s report. It was obvious that the transfer of the Southern Region’s Western Division to the Western Region was seen as a means of speeding up the massive closures for which Beeching had been appointed.

Upon the Grouping of the many independent railways in 1923, to form the ‘Big Four’, the Southern Railway (SR) decided it needed to advertise the holiday potential of its lines in Devon and Cornwall. On 19 th July 1926 the ‘Atlantic Coast Express’ made its first run from Waterloo. Initially it served five West Country destinations - Bude and Padstow in Cornwall, Ilfracombe, Plymouth and Torrington in Devon. In later years portions for Exmouth and Sidmouth were served from Sidmouth Junction. On summer Saturdays, particularly in the 1950s and early 1960s the train ran in several portions. By 1963 it divided at Exeter Central for Ilfracombe/ Torrington, and Padstow/Bude - the latter having connections at Okehampton with a Plymouth service. The summer timetable saw two separate trains running from Waterloo; the 11.00 to Ilfracombe and Torrington, the 11.05 to Padstow and Bude.

Through trains from Waterloo to the West Country ceased on 5 th September 1964.

Exmouth Junction depot which supplied steam motive power for the Salisbury and West Country lines closed, with services either diesel-hauled or operated by diesel multiple-units.

Generally the phrase ‘withered arm’ covered the lines to the west of Exeter; in this volume the Southern’s branch lines to the east of the city will also be visited.

Post World War 2, in 1947, the Southern introduced the ‘Devon Belle’, serving Ilfracombe and Plymouth in Pullman splendour, complete with Observation Car. It was not as successful as the Southern’s other Pullman services and ceased running in 1954.

In view of the complicated railway history in some areas, for instance at Exeter St Davids ‘Up’ trains for London left the station in both directions, and the Southern’s ExeterCrediton line being laid to Brunel’s broad gauge, then mixed and finally standard as the company changed ownership; the decision has been made to keep everything ex-LSWR and Southern Railway within the Southern Region heading, likewise the GWR and Western Region.

In the late 1950s, the Southern proposed to modernise its lines in South Devon with units similar to the diesel-electric multiple-units used elsewhere on the region’s non-electrified routes. A depot would have been built in the ‘V’ of the junction of the Exmouth branch to the east of Exeter. Nothing came of the scheme, possibly due to regional boundaries, or rivalries, that would seem to precluded operation over the Western lines.

ACB, Dereham. 2019.

5

1 Axminster and the Lyme Regis Branch

Abov e: The LSWR’s station at Axminster opened on 19 th July 1860 with the completion of its line to Exeter.

The branch to Lyme Regis was a comparative latecomer, not opening until 25 th August 1903. With Axminster’s running in board proclaiming ‘Change here for Lyme Regis Line’ Bulleid ‘West Country’ No. 34030 Watersmeet has a serv ice for Exeter on the 2 nd Nov ember 1963. By this date the Adams Radial 4-4-2Ts had been w ithdraw n and branch traffic was handled by Ivatt 2MT 2 -6-2Ts. No. 41320 stands in the branch platform about to run round its train. P W Gray 3565.

Opposite top: On 28 th June 1953 the Railway Correpondence & Trav el Society (RCTS) ran its 25 th Anniversary Special from London Waterloo to Paddington v ia Exeter. Drummond Class T9 4 -4-0 No. 30711 hauled the Salisbury to Axminster leg, and following a round trip to Lyme Regis behind Nos. 30583 and 32662 the ‘T9’ took the train onto Exeter St Dav ids. GWR ‘Star’ class 4 -6-0 No. 4056 Princess Margaret returned the train to London. P W Gray 309.

Opposite bottom: Part of the attraction of the tour was a trip over the Lyme Regis branch behind former London Brighton & South Coast Railway Class A1X locomotive No. 32662, double -headed w ith Adams Radial No. 30583. No. 32662 is propelling an additional tw o carriages into the platform to then bring the train up to four for the trip ov er the line. Both these locomotive are preserv ed. In 1903 the LSWR had purchased tw o LBSCR Class A1 0-6-0T locomotiv es, Nos. 646 Newington and 668 Clapham, (renumbered as LSWR Nos. 734 and 735) to w ork the line. No. 734 was later sent to the Isle of Wight, as No. W2 Freshwater, w here it is now preserved. P W Gray 307.

6

Axminster and the Lyme Regis Branch

7

The Southern’s Withered Arm

The final 4-6-0 built by the Southern Railway in December 1936 was ‘S15’ class No 847. Seen here almost 20 years later, as No. 30847, on 10 th July 1956, at Axminster dragging a freight train out of the goods yard on its j ourney from Exmouth Junction to Templecombe. The incoming freight traffic was extensive and varied, including amongst other things, building materials, coal, cattle feeds, fertiliser and food stuffs.

Esso also had an oil depot in the yard w ith a w eekly delivery of fuel. The main out bound traffic was in the form of liv estock and, of course, from the Axminster Carpet factory. R C Riley 7574.

8

Right: The Lyme Regis branch train is photographed over the allotments as the locomotiv e runs round its coach.

Once No. 30582 has completed this manoeuv re it w ill propel the coach back along the platform road to the buffer stops, handy in case the summer sun does not materialise; the sky being somew hat ov ercast on 10 th July 1956. R C Riley 7576.

Bottom: A few minutes later Dick Riley has changed position and catches No. 30582 as it departs for Lyme Regis. For most of the time a single coach sufficed, being strengthened to tw o w hen required.

R C Riley 7577.

9

10

Axminster and the Lyme Regis Branch

Opposite top: There was only one intermediate station on the branch, at Combpyne, w hich at some 500ft abov e sea lev el w as the summit of the line. The peace and tranquillity here was occasionally disturbed by the need to shunt a w agon of agricultural products. For many years a Camping Coach was located at the end of the siding. It w as returned each w inter to Eastleigh for maintenance. Adams Radial, 4 -4-2T No. 30582 heads a train to Lyme Regis on 20 th July 1958. The addition of a box van was not usual practice for southbound serv ices due to the gradients, it w as uphill all the w ay to Combpyne, then dow nhill to Lyme Regis. R C Riley 12392.

Opposite bottom: The maj or engineering structure on the line was Cannington viaduct w here a valley needed to be crossed. ‘Concrete Bob’ McAlpine w as the contractor; mass concrete w as employed except for some concrete blocks in parts of the piers and arches. Settlement of the third arch during construction, of j ust over three inches at the south end, resulted in a jack arch being necessary to strengthen the structure; this resulted in a change of gradient on the viaduct. On 27 th August 1954 No. 30584 heads the 3.55pm departure from Lyme Regis across the viaduct. R C Riley 5263.

This page: No 30583 arrives at Lyme Regis passing the engine shed as it does so w ith a single carriage in tow on 14 th July 1960. The original shed here was of w ooden construction and burnt dow n on 28 th December 1912; it w as replaced by this asbestos-clad v ersion that served until 4 th Nov ember 1963 w hen steam-hauled services ceased. All the photographs taken in later years show the shed doors in the open position as, due to subsidence, they could not be closed. R C Riley 15008.

11

The Southern’s Withered Arm

Abov e: On 26 th July 1958 Nos. 30582 and 30583 double-head out of Lyme Regis. Summer Saturdays saw the need for additional motive pow er to handle the train loads of holiday makers. Fortunately this was also locomotiv e change ov er day – all maintenance being done at the locomotiv es’ home shed of Exmouth Junction – so an additional locomotive w as av ailable. The small shed-like structure on the right w as the signal box, its construction in 1906 eliminated the need to operate the branch on the ‘one engine in steam’ basis. R C Riley 12494.

Opposite: View ed from the buffer stop end of the platform No. 30583 is running round at Lyme Regis. The station w as some 250ft. above sea level, a fact that in later years deterred intending holiday makers w ho found it easier to tackle the hills in cars. The w ooden station building served the entire time the branch was in operation, and in 1979, some 14 years after passenger serv ices ceased on 29 th November 1965, much of the timber w ork was rebuilt at Alresford on the heritage Mid-Hants Railway. R C Riley 15009.

Copies of the images within this volume (along with tens of thousands of others on UK, Irish and some European railways) are available direct from The Transport Treasury.

12

13

2 Seaton Junction and Branch

Abov e: Strategically located at the mid way point betw een Yeovil and Exeter, Seaton Junction was significantly enlarged betw een 1925 and 1928. Being surrounded by cheap agricultural land w as also a factor in the decision. Tw o central roads w ere added giv ing the ability for express passenger serv ices to run non stop through the station, passing stopping passenger trains and freight serv ices. Maunsell ‘S15’ class No. 30823 heads out of the London-bound platform road on 11 th July 1959, at the head of a freight service. Opening as Colyton Tow n on 16 th March 1868 the station went through several name changes over a short period of time; finally becoming Seaton Junction on 1 st September 1869. R C Riley 10880.

Opposite top: A stopping passenger service pulls into Seaton Junction on 11 th July 1959. No. 34020 carries the name Seaton and, on 25 th June 1946, then carrying the number 21C120, was named here by W. J. New ton (Chairman of Seaton UDC). Holiday makers bound for Seaton w ould have appreciated the cross platform interchange. For some how ever it w ould have been ev en easier as certain services had through carriages that w ould be shunted on to the branch train. R C Riley 13838.

Opposite bottom: There was substantial milk traffic from Seaton Junction, operated by Express Dairies.

In 1934 the former goods shed was remodelled to incorporate cooling equipment, though retaining access to fill milk tankers. A year later a five-mile pipeline was installed to bring fresh w ater from a spring near Honiton Tunnel. This, plus an electric supply, enabled output to be increased. The firm also established an egg packing operation on the same site. The milk depot and associated sidings remained in use for a number of years following closure of the station, and branch line, on 7 th March 1966. Maunsell ‘S15’ class 4-6-0 No. 30823 is seen pulling out of the yard on 11 th June 1962 destined for the firm’s London terminal at Vauxhall. P W Gray 2972.

14

15

The Southern’s Withered Arm

Abov e: Something has caught the crew ’s attention as Maunsell ‘S15’ Class No. 30841 pulls into the platform at Seaton Junction w ith the 1.10pm from Exeter Central on 3 rd August 1963, bound for Salisbury.

The through line has been re-laid w ith flat bottom rail w ith the loop retaining the more traditional, at this time, chaired bullhead. P W Gray 3338.

Opposite top: Drummond Class M7 0-4-4T No. 30046 arrives at the j unction w ith the 4.27 from Seaton on 28 th June 1958. The usual tw o-coach train has been strengthened w ith an additional coach behind the locomotiv e, this being Maunsell Third No S1050S. This w as a 1927 rebuild and the prototype for the incorporation of existing carriages into electric multiple unit stock. No. 30046 arrived at Exmouth Junction in 1937 and remained on the books until w ithdraw n in February 1959. P W Gray 1389.

Opposite bottom: The branch train, a ‘64xx’ and push-pull coaches, waits in the siding w hilst rebuilt Bulleid ‘West Country’ Pacific No. 34095 Brentor propels the 10.45am Waterloo-Seaton service into the branch platform on 3 rd August 1963. No 34095 w as one of only six Bulleid Light Pacifics to be built at Eastleigh, entering traffic in October 1949. Tw elve years later it w as rebuilt there, in January 1961, and w as destined to be in the final tranche of steam engines w ithdrawn on 9 th July 1967 at the end of Southern steam. P W Gray 3336.

16

Seaton Junction and Branch

17

The Southern’s Withered Arm

18

Seaton Junction and Branch

Opposite top: In 1960 the w eight restrictions on the branch were eased resulting in the ability of larger locomotiv es to be used if required. On the 3 rd August 1963 Maunsell ‘U’ class Mogul No. 31792 is leaving the j unction w ith the Seaton portion of the 9.00am from Waterloo service. No. 31792 w ould see one more year in service, being w ithdraw n in September 1964 at the end of the summer season. P W Gray 3335.

Opposite bottom: Diesel multiple-units replaced steam on the branch on 4 th November 1963, but failed to effect sufficient savings to av oid branch closure on 7 th March 1967. Howev er, before this occurred, DMU failures in February 1965 saw the return of steam. GWR ‘14xx’ 0 -4-2T No. 1442 has charge of a single auto coach as it departs for Seaton. No 1442 surviv es in preservation in Tiv erton Museum and today Colyton is the northern end of the 2ft 9in gauge Seaton Tramw ay that runs from its new southern terminus in Seaton.

P W Gray 4026.

Abov e: Follow ing transfer of the line west of Salisbury to the Western Region, ex -GWR pannier tanks replaced Southern motiv e power. As well as locomotiv es the carriage stock w as also replaced with auto (push-pull) coaches of the same origin. No. 6400 is seen here at Seaton w ith the fireman about to climb dow n having replenished the locomotives water supply. The station w as greatly modified w ith rebuilding in 1936; today there is nothing left to indicate that there was once a standard gauge railway terminus alongside the River Axe. P W Gray 3276.

19

3 Honiton and approaches

Abov e: Hav ing left Seaton Junction westbound services faced Honiton bank before reaching the summit at the tunnel. At the head of a six coach train is ‘H15’ class No. 30331. Built at Eastleigh in 1905 the locomotiv e was the second of Drummond’s first design of 4-6-0, originally classified as ‘F13’; then rebuilt

by Maunsell in the mid-1920s to the form seen here on 23 rd June 1956. P W Gray 853.

Opposite top: Rebuilt Bulleid ‘Merchant Nav y’ No. 35006 Peninsular & Oriental S.N. Co. attacks the 1 in 80 gradient of Honiton bank w ith the 1pm Waterloo-Plymouth serv ice on 3 rd August 1964. The building seen j ust to the left of the locomotive is Honiton Incline signal box. To keep the box supplied with coal, drinking water and other luxuries, goods trains from Honiton station delivered supplies. P W Gray 3826.

Opposite bottom: Honiton Tunnel w as the longest on the South Western lines at 1,345yds, also dead straight on a rising gradient of 1 in 132 for westbound serv ices. The summit of the route was at the western end, after sev en miles of climbing since Axminster. Rebuilt ‘Merchant Nav y’ No. 35014 Nederland Line is at the head of the ‘Atlantic Coast Express’ on 3 rd August 1964. P W Gray 3822.

20

21

Abov e: Honiton w as the supply point for the construction of Dunkesw ell Airfield in 1941/42. The field was the main operational base of Fleet Air Wing 7 of the US Nav y. The RAF relinquished the airfield in February 1949. Almost 10 years later on 21 st July 1958, ‘West Country No. 34024 Tamar Valley leaves w ith a Salisbury, or Templecombe bound service. Like the maj ority of the class it was later rebuilt.

R C Riley 12398.

Opposite: Maunsell ‘S15’ class 4-6-0 No. 30823 at the head of a freight as it rolls through Honiton station on 21 st July 1958. This station had a healthy milk traffic in the late 1920s as Ambrosia had opened a factory at Lapford and w as being supplied w ith some 200,000 gallons of milk a year; until the Milk Marketing Board was established in 1933. After this date the milk w ent through the Express Dairy facility at Seaton Junction. R C Riley 12400.

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23

4 Sidmouth Junction and Branches

Abov e: The station at Sidmouth Junction has had a number of name changes over the years, opening as Feniton on 19 th July 1860; and regaining the name on 3 rd May 1971 w hen it reopened follow ing a period of closure. Nearest the camera, Rebuilt ‘Merchant Nav y’ No. 35020 Bibby Line heads west as Rebuilt ‘West Country’ class No. 34014 Budleigh Salterton has charge of the 5.54pm Exeter Central-Waterloo service on the 3 rd August 1964. P W Gray 3829.

Opposite top: Rebuilt ‘Merchant Nav y’ class No. 35026 Lamport & Holt Line takes a rest at Sidmouth Junction w hile the last of the passengers climb aboard. In the bay platform BR Standard Class 3MT 2 -6-2T No. 82018 awaits departure for Sidmouth. The BR Class 3 tanks were derived from the GWR’s large Prairie tanks of the ‘61xx’ class of 2-6-2T. With the first of the class arriving at Exmouth Junction in August 1952, older locomotives could be consigned to the scrap lines. R C Riley 13842.

Opposite bottom: On a wet 2 nd November 1963 the driver of Bulleid ‘Battle of Britain’ class No. 34063 229 Squadron looks back to check all is well as he prepares to depart w ith the 12.06pm Yeovil -Exeter service. As the class name suggests, a number of Bulleid’s Light Pacifics were named after personalities, squadrons, aircraft and airfields associated with the Battle of Britain in 1940. Allocated to Salisbury depot No. 34063 w ould remain on the books until withdraw n on 15 th August 1965. P W Gray 3564.

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25

The Southern’s Withered Arm This page: BR Standard Class 4MT 2-6-4T No. 80036 stands in Sidmouth Junction’s platform 2 with the 10.55am to Sidmouth on 2 nd November 1963. These large Standard tanks w ere designed for suburban and semi-fast w orkings and were based on similar LMS designs. Their curved tanks were designed to make the most of the loading gauge as more water could be carried than the traditional straight sided tanks.

Members of the class w ere sent to the w est from 1962 w hen their usual routes w ere modernised.

P W Gray 3562.

Opposite top: Tipton St Johns was w here the Sidmouth and Exmouth lines diverged. The Sidmouth Junction to Sidmouth line was opened on 6 th July 1874. The line to Exmouth reached Budleigh Salterton on 15 th May 1897, w ith the final section into Exmouth opening on 1 st June 1903. This netw ork of lines closed on 6 th March 1967. Having arrived w ith the 5.25pm from Sidmouth Junction, BR Standard Class 4MT No. 80059 w aits to cross a northbound service on 30 th June 1963. P W Gray 3278.

Opposite bottom: For Sidmouth services the climb out of Tipton St Johns w as at a 1 in 45 from a standing start. Iv att Class 2MT No. 41309 has charge of the departing 5.18pm Sidmouth Junction to Sidmouth service on 10 th August 1963. The Iv att tanks arrived at Exmouth Junction in June 1952, w ith the last departing in June 1965. The line to Budleigh Salterton and Exmouth goes off to the left of the image.

P W Gray 3364.

26

Sidmouth Junction and Branches

27

The Southern’s Withered Arm

28

Sidmouth Junction and Branches

Opposite top: Iv att Class 2MT No. 41318 arrives at Sidmouth on 13 th October 1959. The station itself was some 200ft above sea level and three quarters of a mile from the beach. Its attraction as one of Devon’s oldest w atering holes and health resort was well established before the coming of the railway. Having seen its popularity decline, it was hoped that the railw ay w ould rev ive the tow n’s fortunes. Although mainly in tank engine country, tender locomotiv es w ere permitted on the route. Indeed on 27 th June 1946, Bulleid Pacific No. 21C110 (later 34010) was named Sidmouth at the terminus by Mr A. Lancaster Smith, Chairman of Sidmouth Council Publicity Department. R C Riley 14370.

Opposite bottom: A general v iew of the station area on 13 th October 1959, the building on the extreme right was the engine shed. Opened w ith the line in 1874, it w as destroyed by fire on 7 th January 1900.

The brick built structure that replaced it remained in use for the next 20 or so years, but by the mid-1930s it was out of use. From 1963 diesel multiple-units were introduced, w ith North British Type 2 diesels used on general freight serv ices until September 1965. R C Riley 14373.

Abov e: The first station on the Exmouth line from Tipton St Johns was at New ton Poppleford. It w as opened on 1 st June 1899, j ust over tw o years after the line opened. Ivatt 2MT No. 41321 runs into the station on 10 th August 1963 with the 11.08am Tipton St Johns to Exmouth service. High summer and no passengers gave Dr Richard Beeching every excuse to ‘modernise’ the netw ork. General freight facilities ceased on 27 th January 1964, with station staff being w ithdraw n on 16 th August 1965. P W Gray 3351.

29

The Southern’s Withered Arm

30

Sidmouth Junction and Branches Opposite top: Opened with the Exmouth line, the station at Budleigh gained the ‘East’ on 27 th April 1898, and at a later date ‘For Otterton & Ladram Bay’ w as added to the nameboard. On 10 th August 1963 Ivatt No. 41298 arrives w ith the 9.52am from Exmouth to Sidmouth Junction serv ice. Just abov e the second carriage tw o Camping Coaches can be seen stabled on an isolated section of track. Come the end of the summer season these w ould have to be transferred on to the siding to commence their j ourney to Eastleigh for ov erhaul if they were going to be used the follow ing year. P W Gray 3350.

Opposite bottom: With ‘The West is Blest with Budleigh Salterton’ (sic) recently w hite -w ashed, the station is having a busy few minutes on 15 th August 1964. BR Standard Class 3MT No. 82042 has arriv ed w ith the 1.34pm Exmouth-Waterloo service, w hilst a fellow class member departs with the reverse w orking.

Originally named Salterton, the Budleigh was added on 1898, for a period of time this was a terminus before the extension to Exmouth opened in 1903. P W Gray 3859.

This page: Not all services w orked the full length of the line. Business people could leav e Exeter Central on the 5.45pm service to Exmouth, then catch the 6.16pm train to Budleigh Salterton. On arrival the locomotiv e would run round to form the 6.38pm back to Exmouth, w hich on 9 th July 1959 is being worked

by BR Standard Class 3MT No. 82025. Note the unusual ‘target’ sign on the lamp post - the Salterton looks like an after thought; although similar totems existed at Lymington Pier and Lewisham Junct (sic).

R C Riley 13798.

To order a copy of an image in this book simple quote either the book title, page number and ‘top’ -’bottom’ etc., or use the reference number seen at the end of the caption.

31

The reason for the delay in opening the Budleigh Salterton to Exmouth section was the fact that the residents refused to allow the line to be built through the town. The result was this 325yd structure that encircled the northern part of the residential area. On 12th October 1959 No. 82025 descends the steep gradient into Exmouth. Following closure the structure was subsequently demolished.

R C Riley 14354.

The Southern’s Withered Arm

32

5 On to Exeter

Maunsell ‘S15’ No. 30824 stands on the main running line at Whimple while shunting the goods yard on 6th July 1961. General freight facilities closed on 4th December 1967, but a private siding was retained for use by Whiteways who had a cider bottling plant near the station. This was taken out of use on 6 th July 1990 after Whiteways moved production to Whitchurch near Bristol. Whimple opened with the line in 1860 and is still serving the community. R C Riley 16008.

33

The Southern’s Withered Arm

34

On to Exeter

Opposite top: The LSWR Civil Engineering Department established a depot at Broad Clyst in 1896, being extended in the late 1920s and finally closing in 1964. The goods yard here closed the following year. Both running lines have been re-laid with flat-bottom rail and pre-assembled concrete sleepered track panels can be seen stacked ready for use. ‘West Country’ No. 34023 Blackmore Vale heads a three-coach service eastwards on 6th July 1961, the station would close on 6th March 1966. R C Riley 16007.

Opposite bottom: The first resident shunter arrived in 1946 having being built at Exmouth Junction wagon works in 1940. The 0-4-0 was powered by a 40hp Dorman petrol engine; it was scrapped in 1959.

In December 1948 BR acquired a Ruston & Hornsby (works No. 237923 of 1946) 4xDM for use at Folkestone Warren, it moved to Broad Clyst on withdrawal of the previous shunter. Numbered DS1169, it was sold for scrap in October 1972. R C Riley 1464.

Above: The main Southern locomotive depot in the area was at Exmouth Junction, to the east of Exeter.

The shed on this site opened on 3rd November 1887, replacing an earlier shed at Exeter Queen Street station (later Exeter Central). A new building replaced the original in the late 1920s. The depot was closed to steam in June 1965 and subsequently demolished. In August 1950 nine former London Brighton & South Coast Railway ‘E1’ class locos, rebuilt by the Southern as class E1R 0-6-2Ts, were sent west. Five went to Barnstaple for use on the Halwill line, the four at Exmouth Junction being used as shunters as well as banking locomotives on the incline from St Davids to Central stations. No. 32695 is seen in front of the shed’s coaling tower on 29th August 1954. R C Riley 5301.

35

Top: Two Drummond ‘T9’ locomotives pose for the cameraman on 1 st September 1955. Both these engines arrived at Exmouth Junction in January 1951, staying for the next nine years. Built in 1899-1901

by Dübs in Scotland and the LSWR’s own Nine Elms works, the class were initially engaged on main line services out of Waterloo, gaining the nickname ‘Greyhounds’. The introduction of larger, more powerful, locomotives saw the westward movement of the class as well as cascading to lesser workings.

P W Gray 693.

Bottom: Exeter Queen Street opened on 19th July 1860 with the arrival of the line from Yeovil. Extensions to Exmouth and Crediton (via Exeter St Davids) followed on 3 rd February 1862. The station was rebuilt, and reopened as Exeter Central on 1st July 1933. Adams Class O2 and BR Standard Class 3MT No. 82017 head an Exmouth service out of Exeter Central on 29th June 1957. No. 30232 arrived at Exmouth Junction in August 1952 with the Standard arriving two years later. R C Riley 10886.

Opposite top: Drummond ‘M7’ class 0-4-4T No. 30374 is shunting carriage stock on 29th June 1957.

A cross over between the London bound platforms meant that it was possible to add stock to the rear of London bound services. No. 30374 is in the process of adding a Restaurant Car and additional carriage to the train behind the Bulleid Pacific standing in the platform. The carriages would have been removed from an earlier westbound working. R C Riley 10883.

36

On to Exeter

Bottom: Rebuilt ‘Merchant Navy’ No. 35025 Brocklebank Line arriving with the 3pm service from London Waterloo on 20th June 1964, the locomotive would be withdrawn in September at the end of the summer timetable the same year. The large building to the right is the Carriage Cleaning Shed. A sign of the Western Region take over is a GWR auto-coach alongside the shed. P W Gray 3776.

37

38

On to Exeter Opposite top: Rebuilt ‘Merchant Navy’ No. 35009 Shaw Savill leads an eastbound service away from Central on 23rd July 1958, having taken over from ‘West Country’ No. 34106 Lydford that had brought the train in from Plymouth. No. 34106 would follow on as far as Exmouth Junction depot for servicing. On the centre road Class E1R No. 31235 heads a transfer freight to St Davids. R C Riley 12475.

Opposite bottom: A view along the platform as ‘Merchant Navy’ No. 35024 East Asiatic Company prepares to work the 5.52pm service to London Waterloo on 20th June 1958, a year before going to Eastleigh to be rebuilt. In the adjacent platform Drummond ‘M7’ No. 30670 will follow with a local service to Chard Junction. Note the selection of platform trollies available for use. P W Gray 1368.

This page: Bulleid Light Pacifics occupy the east end of Exeter Central on 13 th July 1963. To the left, No. 34003 Plymouth prepares to leave with the 10.37am service to Salisbury. Nearer the camera, rebuilt variant No. 34036 Westward Ho prepares to replace an original air-smoothed version before following with a Templecombe service. P W Gray 3293.

39

Top: ‘West Country’ Pacific No. 34003 Plymouth arrives at the top of the incline from Exeter St Davids on 28th August 1954. Six years later No. 34003 would be rebuilt as seen in the previous illustration. The signal man is checking that all is well as the train crosses to the platform road. The sign on the signal box prohibits the use of the crossing by staff unless specially authorised.

R C Riley 5269.

Bottom: The use of pilot and/or banking engines depended on the weight of the train. BR Standard Class 4MT No. 80059 pilots an unidentified GWR ‘Hall’ class as they haul a train load of ‘Presflo’ cement wagons up the bank. An enlargement of the image shows at least two more unidentified locomotive supplying banking power at the rear on 28th September 1963. P W Gray 3555.

40

6 The Exmouth Branch

Drummond ‘M7’ No. 30323 arrives at Topsham on 12th October 1959 with a service from Exmouth.

The station opened with the line on 1 st May 1861. The line survived the Beeching cuts and remains open, with Topsham being the sole passing place on the branch. Just behind the train a line curved down to Topsham Quay, which for many years was worked by an Adams ‘B4’ tank locomotive. The quay line was closed in 1957 and lifted the following year. General goods facilities were withdrawn from the station in 1963. R C Riley 14348.

Once south of Topsham the line generally runs along the shore line of the River Exe, all the way to Exmouth. Doubleheaded BR Standard 4 tanks, Nos. 80036 and 80038, head south with the 7.10pm from Exeter Central on 7th July 1963.

P W Gray 3292.

41

The Southern’s Withered Arm Earlier the same day, 7th July 1963, No. 80038 has charge of the 5.45pm from Exmouth, and is seen here running through Lympstone station. The goods facilities here were withdrawn on 4th April 1963, and with a general air of dereliction the station has been ‘modernised’ in an effort to make the railways pay their way.

P W Gray 3289.

Ivatt ‘2MT’ No. 41318 rolls into Exmouth past the impressive signal box on 13th October 1959. The signalman can be seen ready to collect the single line token. Originally there was just a single doublesided platform but with the coming of the line from Sidmouth Junction expansion was necessary; additional work was carried out post World War 2.

R C Riley 14382.

Opposite top: A general overview of Exmouth station and yard on 12 th October 1959. On the extreme left ‘M7’ class No. 30676 is standing outside the engine shed. Dating from the late 1920s rebuild of the station, the 70ft long concrete structure, was closed on 8th November 1963; DMUs having operated most of the services since September. The carriage immediately behind the locomotive on the right is one of the through coaches from the Eastern Region. All that remains today is the single line from Topsham with a single platform road. A new transport interchange came into use on 2 nd May 1976, which had rail and bus side by side. R C Riley 14360.

Opposite bottom: Seen from opposite the signal box this view of the station has Ivatt Class 2MT No. 41306 bringing a freight off the Docks branch on 12th October 1959. In 1864 the Exmouth Dock Co was formed to construct the docks and connect by rail to the LSWR station. Most traffic was outward bound, but herring was landed for London. The private siding agreement was terminated in 1967; however, the docks remained open for commercial shipping until 1990. R C Riley 14361.

42

43

7 Exeter Central to Ilfracombe

Above: Eight of these heavy Maunsell-designed ‘W’ class 2-6-4Ts were transferred to Exmouth Junction in late 1962 for banking duties between Exeter St Davids and Central. No. 31914 is banking a train load of ballast from Meldon Quarry over Bonhay Road on its way up the bank on 2 nd July 1963. The class did not last long at Exmouth Junction; No 31914 went east to Feltham and was withdrawn in August 1964.

R C Riley 17192.

Opposite top: A triple-header at the foot of the bank on 9th August 1958. Drummond ‘700’ class 0-6-0 No. 30317 heads the pack, with an unidentified Maunsell ‘N’ class in the middle and ‘Battle of Britain’ No. 34060 25 Squadron as the train engine. Sights such as this finished at dieselisation; although by then most eastbound freight traffic went via the Western Region route. The signal for the incline is lettered SR, with the GWR through line lettered M. P W Gray 1489.

Opposite bottom: In Platform 3 at Exeter St Davids Bulleid ‘West Country’ No. 34002 Salisbury has charge of the Ilfracombe–Waterloo service, which will form part of the 4.30pm departure from Exeter Central on 3rd March 1963. On the centre road ‘W’ class No. 31912 has coupled ahead of a GWR ‘Hall’ class 4-6-0, this is probably a transfer freight between the Western and Southern lines. Exeter St Davids was one of the few places in the country where London bound services could depart in both directions. P W Gray 3114.

44

Exeter Central to Ilfracombe

45

46

Exeter Central to Ilfracombe

Bulleid ‘Battle of Britain’ No. 34058 Sir Frederick Pile has charge of the ‘Devon Belle’ Pullman train as it arrives at Exeter St Davids from Ilfracombe on 28th August 1954. The last vehicle was an observation saloon with panoramic windows. They will afford a fine view of ‘E1R’ No. 31235 on the climb to Central.

Being single-ended the Observation Car had to be turned before the return working. The ‘Devon Belle’ operated from 20th June 1947 with sections running to Plymouth and Ilfracombe. The Plymouth portion was dropped in 1952 with the Ilfracombe service ending at the end of the summer season in 1954.

Passenger loadings were not enough to justify keeping the service running. R C Riley 5285 / 5287.

47

The Southern’s Withered Arm

48

Exeter Central to Ilfracombe

Opposite top: On 9th August 1958 Drummond ‘T9’ No. 30717 is arriving at the northern end of St Davids; passing as it does so an unidentified Class E1R 0-6-2T that will provide banking assistance up the bank to Central. Judging by the burnt smokebox door, No. 30717 will probably need all the help it can get.

P W Gray 1491.

Opposite bottom: With the GWR’s broad gauge line having reached Exeter on 1 st May 1844, it was extended to Barnstaple on 25th April 1848 via the Exeter & Crediton Railway. The LSWR acquired the lease on the latter and a third rail was added to make it mixed gauge until 20 th May 1892 when the broad gauge was abolished. See Southern Main Lines: Exeter to Barnstaple for a concise history. Cowley Bridge junction was where the Southern route to North Devon and Cornwall left the GWR main line just to the north of Exeter. On 25th November 1961 Bulleid Pacifics cross at the junction. Rebuilt ‘West Country’ No. 34056 Croydon heads towards Plymouth, while ‘Battle of Britain’ No. 34070 Manston runs towards Exeter with the London bound ‘Atlantic Coast Express’. Following rebuilding the Bulleid ‘lightweights’ were confined to the Plymouth line west of Exeter. P W Gray 2780.

Above: It was not that common to capture Salisbury allocated locomotives west of Exeter. Maunsell threecylinder Class U1 Mogul No. 31899 is approaching Cowley Bridge junction on 5 th July 1961 with a number of containers that fitted on to four-wheel ‘conflat’ wagons. It is possible that the train was running from the military sidings just to the west of Okehampton, with the three-cylinder locomotive specially allocated to the working. R C Riley 15995.

49

50

Exeter Central to Ilfracombe

Opposite: Newton St Cyres station is situated about a mile from the village it was named after.

On the 23rd August 1962 Maunsell ‘N’ class Mogul No. 31836 has passed by with a freight bound for Exeter.

The station lost its goods yard on 12th September 1960, with the indentations in the ground indicating where the single siding was laid. As part of the rationalisation of the route in the 1980s, the line through here was singled on 16th December 1984. P W Gray 3385.

Above: On the 9th October 1960 Peter Gray recorded this scene at Crediton, with three Bulleid Pacifics on view. The one nearest the photographer is No. 34096 Trevone, the other two not being identified. Bad weather had caused flooding that took out a bridge just to the south of the station. As a result trains en-route had to be reversed, which obviously involved additional motive power to pull the train, pushing with passengers on board not being an option in this case due to the distance involved. P W Gray 2458.

51

The Southern’s Withered Arm

52

Exeter Central to Ilfracombe

Opposite top: Arriving at Yeoford on 20th June 1964, with five milk wagons in tow is BR Standard Class 3MT No. 82044. The goods yard had closed to general freight on 10 th February 1964. This was the last station before Coleford junction where the Barnstaple and Plymouth lines went their separate ways. With the closure of the former Plymouth line, now terminating at Okehampton, passenger services would end on 3rd June 1972; leaving just the platform serving the Barnstaple line in use. P W Gray 3775.

Opposite bottom: Approaching Coleford junction on 20 th June 1964 is ‘Battle of Britain’ No. 34078 222 Squadron with the 10am Ilfracombe-Waterloo service. Now single track the train will soon travel on what appears to be double track to Crediton. In fact this section is worked as two single lines, to Barnstaple and Okehampton. P W Gray 3769.

Above: Approaching Morchard Road on 5th August 1963, ‘Battle of Britain’ No. 34065 Hurricane has charge of the 9am Waterloo-Barnstaple service. Being on a single line section, if no trains were scheduled to cross then the loop line was used as the station buildings were on this platform. The goods yard here closed on 30th December 1963, with the loop and signal box closing on 6 th March 1964. P W Gray 3343.

53

54

Lapford, was the home of Ambrosia. The factory, opened in 1928, was a landmark for aviators as its roof was emblazoned with ‘Ambrosia Ltd Dried Milk Works’. If that was not enough the station was unusual in that it’s ‘up’ and ‘down’ platforms were separated by a road bridge. Bulleid ‘Battle of Britain’ class No. 34076 41 Squadron has departed with the 3pm Ilfracombe-Waterloo service on 23rd August 1963, passing the ‘down’ platform as it does so. P W Gray 3392.

Exeter Central to Ilfracombe

Top: An overall view of the ‘up’ side of Lapford station and goods facilities. The Ambrosia factory is just out of shot to the right of the goods yard. The yard closed to general traffic on 4 th December 1967, remaining operational for Ambrosia products until 1970 then continued in use for grain, timber and fertilizer traffic until 1991. The left hand arch in the bridge was enclosed and used as part of a slaughter house for a number of years. P W Gray 3340.

Bottom: Peter Gray has changed vantage points at Lapford for this view of ‘West Country’ class No. 34023 Blackmore Vale arriving with the 12.15pm Ilfracombe-Waterloo service. Between trains the staff have time to keep the station name whitewashed and the allotments well tended. P W Gray 3341.

55

56

Exeter Central to Ilfracombe

Opposite: Eggesford is an isolated settlement in the valley below Eggesford House; seat of the Earls of Plymouth who had supported the North Devon and South Western Railways. Bulleid ‘West Country’ No. 34107 Blandford Forum departs from Eggesford with the ‘Atlantic Coast Express’ bound for Waterloo on 23rd August 1963. Livestock traffic was heavy during the cattle auctions and there was regular outgoing trade in timber, meat, eggs and poultry, with coal, grain and oil in bound. This did not however save the goods yard that closed on 4th January 1965. Today this is the only passing place between Crediton and Barnstaple. P W Gray 3386.

Above: Located between Eggsford and Kings Nympton was Collerton Mills where on 23 rd August 1963 Peter Gray photographed ‘Battle of Britain’ No. 34069 Hawkinge with the 2.20pm Ilfracombe-Waterloo service. The mills are now a centre for walkers and cyclists to enjoy a day out. P W Gray 3391.

57

The Southern’s Withered Arm

58

Opposite top: South Molton (or Southmolton) Road was the railhead for King’s Nympton that lay around eight miles away. The station’s name was changed on 1st March 1951 to avoid confusion with South Molton on the GWR line from Taunton to Barnstaple. ‘Battle of Britain’ No. 34070 Manston is seen leaving the station on 23rd August 1963 with the 9am Waterloo-Barnstaple Junction service. The yard here was closed to general goods on 4th December 1967; a siding remained for fertiliser traffic until the early 1980s. P W Gray 3389.

Opposite bottom: With Portsmouth Arms station in the background, ‘Battle of Britain’ No. 34076 41 Squadron departs with the 8.10am Salisbury-Ilfracombe service on 23rd August 1963. There was only a loop and single siding here; with the goods yard closing on 3 rd July 1961. The loop and signal box were abolished on 3rd April 1966; leaving just a single line through the station. In the 1930s the ‘Atlantic Coast Express’ was not scheduled to call, but it was not unknown for a special ‘Stop Order’ to be issued, enabling first class passengers travelling to neighbouring large country houses to alight. P W Gray 3387.

Above: Barnstaple Junction was the meeting place of lines to Exeter, Ilfracombe, Halwill (via Torrington) and the former Devon & Somerset Railway (later GWR) route to Taunton. The latter was connected to the LSWR line in 1887 enabling through working between the two companies. On 20 th July 1964 GWR Mogul 2-6-0 No. 7306 has arrived at Platform 1 with a four-coach train from Ilfracombe for Taunton. All that remains today is a single line platform. R C Riley 17665.

59

60

Opposite page: Taken from the Sticklepath overbridge ‘West Country’ No. 34025 Whimple heads across the junction at the western end of the station bound for Ilfracombe. The locomotive was built at Brighton in March 1946, rebuilt at Eastleigh in 1957 and withdrawn on 9th July 1967 at the demise of Southern Region steam. This end of the station had several vantage points for photographers.

R E Vincent V279/3.

Above: Photographed from the footpath seen in the previous view, ‘West Country’ No. 34016 Bodmin passes Barnstaple Junction West signal box. The signalman stands ready to hand the locomotive crew the single line token giving authorisation to cross the Taw Bridge to Barnstaple Town. Town station was once the terminus of the narrow gauge Lynton & Barnstaple Railway. Opened in 1898, the line was closed by the Southern in 1935. Today an extremely active society is recreating the line and operating a part of the route as a heritage railway. R E Vincent V599/1.

61

The Southern’s Withered Arm Left: From 1950 an integrated working arrangement between the Southern and Western Regions resulted in the latter’s locomotives being frequent visitors on the Ilfracombe line. When the Western Region engine shed at Barnstaple Victoria Road closed in January 1951 the locomotives operating to Taunton were serviced at the Southern shed. On 20th July 1964 Swindon-built 2-6-0 No. 6363 is seen on the turntable with the fireman struggling to push it round.

At this date No. 6363 had less than a year in service before withdrawal.

R C Riley 17668.

Bottom: By the mid 1960s the condition of the Southern’s engine shed had been allowed to deteriorate somewhat. Two Maunsell Moguls can be seen the other side of the derelict building. Following closure of Torrington shed, on 2nd November 1959, and the GWR’s Barnstaple Victoria Road shed in 1951, over 100 men and almost 30 locomotives were allocated here. The shed closed in September 1964 with the end of steam on the Western Region. R C Riley 17669.

62

The Ilfracombe line crossed the estuary of the River Taw just downstream of Barnstaple Long Bridge on a distinctive curving bridge. There was a 15mph speed limit for the section between Barnstaple Town and Junction stations.

‘West Country’ No. 34027 Taw Valley crosses the river on its journey from Ilfracombe to Exeter. Built at Brighton in April 1946, the locomotive survives in preservation in its rebuilt form. R E Vincent V278/3.

Built by Beyer, Peacock (Hymek) Ltd at Gorton, Manchester, in late 1963, No. D7095 is seen crossing the bridge on 20th July 1964 at low tide. The dieselhydraulic ‘Hymeks’ were not that common on the North Devon lines; the North British-built ‘D63xx’ and Swindon-designed ‘D8xx’ locomotives were the usual fayre. The concrete bases and spindly -looking bridge supports can clearly be seen; at times of high tide it looked as if the girders were almost floating on the water.

R C Riley 17671.

63

64

From Pottington, on the outskirts of Barnstaple the line was double track through to Ilfracombe; with the final stretch down a grade of 1 in 36. On 27th March 1963 Ivatt Class 2MT No. 41283, descending with a short freight in tow, is being brought to a halt by the signal being at danger. In the station a locomotive is getting ready to tackle the climb out of Ilfracombe station. P W Gray 3317.

Built by North British Locomotive Co in August 1960 No. D6327 passes the signal box on the 22 nd July 1964. NBL went into liquidation whilst the class was under construction so was not able to supply the specialist engineering back up required for the German-designed MAN engines fitted and built under licence by NBL. As a result some examples were in service for only six years, No. D6327 was withdrawn July 1971. R C Riley 17673.

This view of Ilfracombe clearly shows the extensive carriage sidings at the terminus. The Southern Railway rebuilt the station extensively in the late 1920s to cater for the increasing tourist traffic.

Constructed at Swindon in 1946, ‘2251’ class 0-6-0 No. 3205 has charge of the PRC/RCTS ‘The Exmoor Ranger’ rail tour of the 27th March 1965. The tour ran from Exeter St Davids visiting, amongst other locations: Okehampton, Halwill, Barnstaple Junction and Victoria Road, Ilfracombe, returning via 65 Dulverton and Taunton. P W Gray 4051.

8 Barnstaple to Halwill

Above: For a concise history of this stretch of line readers are recommended to read Branch Line to Torrington. The northern section, Barnstaple to Fremington opened to passenger traffic on 1 st August 1854, then to Bideford on 2nd November 1855. Torrington was reached on 18th July 1872. Then the North Devon & Cornwall Junction Light Railway was authorised to construct a line south to connect at Halwill with the Okehampton-Holsworthy route; this fully opened on 27th July 1925. The first stop out of Barnstaple was Fremington, the station and quays can be seen in the background of this view as ‘West Country’ No. 34029 Lundy runs bunker first to Torrington. The 1961 summer Saturday timetable shows that No. 34029 would work the 11.28 Torrington-Waterloo service as far as Exeter Central. Running with a Bulleid Pacific from Torrington would save time, and a locomotive change, at Barnstaple Junction.

R E Vincent V280/3.

Opposite top: Several of the Stroudley-designed Class E1s were rebuilt as Class E1R in the 1920s and sent westwards to Exmouth Junction and Barnstaple. The closure of the Torrington line to passenger traffic came in two phases. On 1st March 1965 services on the line south to Halwill were withdrawn, with the Barnstaple trains going on 3rd October the same year. No. 32608 is seen standing with a short freight of covered mineral wagons. The station is perhaps best known for its milk traffic initially operated by Torridge Vale Dairies that finally came to an end in 1980. Clay traffic continued south to Meeth until 7th November 1982, when the line was finally closed and lifted. Today the Tarka Trail occupies much of the route. R E Vincent V276/3.

Opposite bottom: When the ‘E1Rs’ were withdrawn from the mid-1950s they were replaced by Ivatt Class 2MT 2-6-2Ts. On 30th June 1960 Peter Gray recorded this busy scene at Torrington. The fireman has finished topping up the tanks of No. 41297, it will then work its rake of empty mineral wagons south to the clay works. Nos. 41294 and 41238 have charge of the carriage shunting. P W Gray 2980.

66

67

The Southern’s Withered Arm

Above: To the south of Torrington a viaduct crosses the River Torridge. On 27 th March 1963 Ivatt Class 2MTs, Nos. 41206 and 41291 have charge of the PRC/RCTS ‘The Exmoor Ranger’ rail tour. Peter Gray photographed the train later in the day at Barnstaple as described earlier. P W Gray 4050.

Opposite top: Beyond Dunsbear Halt the North Devon Clay Co had a private siding. Its internal railway was operated with two standard gauge Fowler-built 0-4-0DMs, Peter (works No. 22928 of 1940) and Progress (4000001 of 1945). Working on the 3ft gauge line was Fowler 4wDM (No. 3930048 of 1951). All were out of use by the early 1970s. The main line siding closed on 12th September 1982. R E Vincent V208/1.

Opposite bottom: Resting peacefully between trains, this is Petrockstow on 31 st May 1964. The village was a mile away and during the life of the line its population declined by around a quarter to 300. Public goods services ceased on 7th September 1964 with passenger trains on 1st March the following year. The remaining single track freight only line through the station closed on 7 th November 1982. P W Gray 3759.

68

Barnstaple to Halwill

69

The Southern’s Withered Arm

The PRC/RCTS ‘Exmoor Ranger’ rail tour of the 27 th March 1965 is seen at and then getting away from Hole for Black Torrington. Similar in design to Petrockstow, Hole was named after a group of cottages, the village of Black Torrington was over a mile away. The station also served Sheepwash and Highampton, even further away. With only three trains a day the passenger numbers were low, and in later years enthusiasts sometimes outnumbered the locals. P W Gray 4045/4046.

70

9 Coleford Junction to Bude

Having just left Coleford junction, the Barnstaple line can be seen leading off to the left, BR Standard Class 5MT 4-6-0 No. 73162 has charge of the 9am Waterloo-Plymouth service on 20th June 1964.

Five of these Class 5s were allocated to Exmouth Junction from September 1963, but they only stayed for around a year. PW Gray 3772.

71

The Southern’s Withered Arm

72

Opposite top: Bulleid ‘Battle of Britain’ No. 34078 222 Squadron is standing at the west end of North Tawton station with a service for the North Cornwall line to Padstow on the 25th July 1964. The line from Yeoford opened on 1st November 1865, with the extension to Okehampton opening on 8th January 1867. It looks as if the train crew are waiting for Dick Riley to take his photograph before continuing the journey. R C Riley 17681.

Opposite bottom: Arriving at North Tawton earlier the same date is North British Type 2 (later Class 22) No. D6342.

Entering traffic in May 1962 the locomotive was withdrawn in December 1968. The goods yard houses a number of empty mineral wagons, conveniently stored out of the way until required for their next journey.

The goods yard closed to general freight on 17th June 1965. The line through North Tawton was singled on 17th October 1971, and closed to passenger traffic on the 5th June the following year.

R C Riley 17683.

This page: Immediately to the east of Okehampton station was the locomotive depot, seen here on 7th July 1961 with two ‘N’ class Moguls near the coal stage. The concrete shed was a replacement for a wooden one that was destroyed by fire on the 7th June 1920. In 1943 the area was remodelled to accommodate a 70ft turntable, which would enable Bulleid’s Pacifics to be turned. The shed officially closed on 1st January 1965, but facilities remained until June to service steam locomotives that might have replaced diesel locomotive that failed at Exeter. The station had three long sidings to the south of the station, containing a mix of box vans and carriages at the time of Dick Riley’s visit.

R C Riley 16016.

73

The Southern’s Withered Arm

Above: On 4th August 1964 an Ivatt 2MT pilots an unidentified ‘N’ class Mogul into Okehampton station.

The train would have originated from Meldon Quarry as the open wagons contain railway ballast, as would the hopper wagon. The stone from here would be used all over the Southern network, it being the main source for many decades. To the left a BR Standard Class 4MT, No. 80041, waits in the bay platform with a train bound for Bude. A member of the station staff goes about his duties cleaning the station name board.

P W Gray 3832.

Opposite top: Wreathed in smoke and steam rebuilt ‘Battle of Britain’ No. 34056 Croydon almost fights its way into Okehampton station with a heavy load of ballast on 2 nd January 1965. On the bay platform, the driver and guard of the Bude service, operated by BR Standard Class 4MT No. 75025, are probably discussing the recent New Year festivities. Note the economical use of the L&SWR ‘Passengers must cross the line by the bridge’ cast iron notice – the L & W letters have not been picked out in white paint.

Though by this date it should really be headed WR as the Western Region was now in control.

P W Gray 4014.

Opposite bottom: Just to the west of the station were the former military sidings, being in the proximity of Okehampton Camp they were used for equipment and personnel for those training on the Dartmoor Ranges. On the left hand siding stands a train of containers on four-wheel ‘conflat’ wagons. During 19601964 the sidings were also used for the summer season Surbiton-Okehampton car carrying service. This enabled holidaymakers to beat some of the notorious traffic jams on roads leading to the West Country.

They were also used to hold ballast trains as seen here on 4 th August 1964 as BR Standard No. 80041 heads towards Bude with the 7.40pm service from Okehampton. As arrival would be after dark the crew have used lamps instead of the usual discs. P W Gray 3847.

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Coleford Junction to Bude

75

The Southern’s Withered Arm

Approaching Okehampton on 4th August 1964 is ‘N’ class Mogul No. 31859. Part of the consist is covered mineral wagons that would have commenced their journey carrying clay over the North Devon & Cornwall Junction Light Railway. The second wagon, a Shell/BP tank wagon is being returned empty to one of the company’s main oil depots. P W Gray 3846.

76

Coleford Junction to Bude

On 5th August 1963, North British-built diesel-hydraulic (later Class 43) No D848 Sultan has just crossed Meldon Viaduct with a Brighton-Plymouth service. The viaduct was needed to cross the West Okement River, some 150ft below track level and was two independent structures side by side; the second being added when the line was doubled in 1879. Western Region concerns over the safety of the structure, led to the tracks being singled and ultimate closure of the line west of Okehampton. The WR conveniently ‘forgot’ that the Southern had strengthened the ‘down’ (the south-side viaduct) line a few years earlier.

No. D848 was built new in April 1961 and lasted barely eight years in service, being withdrawn in March 1969. P W Gray 3348 Maunsell ‘N’ Class Mogul No. 31802 is seen near Maddaford Moor Halt (for Thorndon Cross) on 4 th August 1964 with the 1pm from Padstow to Waterloo service. A ‘T9’ would have worked from Padstow to Wadebridge where the ‘N’ class took over the train. The station was on the site of a crossing loop that existed from 1899 until May 1919. The halt was opened by the Southern on 26 th July 1926, and had the barest of facilities. P W Gray 3835.

77

Departing Ashbury for Exeter is the 3.10pm from Padstow on 4 th August 1964 hauled by BR Standard Class 4MT No. 80039. The wagons behind the second coach are classified as NPCCS – non-passenger carrying coaching stock – and as such are capable of being attached to any passenger service. As the contents will get to their destination quicker than waiting for the next goods train the customer will be happy. P W Gray 3841.

At the Halwill end of Ashbury station No. 80037 is arriving with the Padstow-Exeter service, the signalman is exchanging single line tokens with the locomotive crew. The small signalbox dated from the opening of the line, controlling the passing loop that was the only one between Halwill and Meldon junction. The platform lamps remained oil lit until closure. The box van in the goods yard with vertical white stripes is a ‘shoc’ van enabling fragile goods to be transported safely. P W Gray 3840.

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Coleford Junction to Bude

Halwill was opened on 20th January 1879, along with the Bude line as far as Holsworthy. The Wadebridge line followed in 1886, with the North Devon & Cornwall Junction Light Railway to Torrington arriving in 1925. Immediately to the south of the station is a level crossing, where we see Drummond ‘T9’ No. 30711 departing with the 3.18pm Bude-Okehampton service on 4th August 1958. No 30711 had another year in the West Country before being consigned to the scrap yard. P W Gray 1476.

The station has had several changes of name – Beaworthy at opening on 20th January 1879, Halwill & Beaworthy in September the same year, and to Halwill Junction in March 1887. A further change on 1st January 1923 saw it become Halwill with the running in boards also proclaiming ‘For Beaworthy Junction for Bude, North Cornwall and Torrington Lines’. Though most people still referred to it as Halwill Junction, which is what the town name is today.

On 27th April 1963 the PRC/RCTS ran the ‘North Cornishman’ rail tour from Exeter Central to Padstow and return, behind ‘T9’ No. 120 that had been incorrectly restored into LSWR livery; its boiler not being super-heated until April 1927 whilst in Southern ownership. The ‘T9’-hauled special was the last time this class of locomotive worked a train on the North Cornwall line.

P W Gray 3132.

79

The Southern’s Withered Arm

80

Coleford Junction to Bude Opposite top: Being the junction of four single lines, several times during the day Halwill would be a hive of activity; at others it was just a quiet country station. On the 22 nd August 1964, BR Standard Class 4MT No. 80039 is attaching the Bude portion of the ‘Atlantic Coast Express’ to the rear of the train that has arrived from Padstow. Although it cannot be seen, the train engine for the journey through to Exeter Central is probably ‘N’ class Mogul No 31846 that arrived with the 8.30am service from Padstow.

P W Gray 3866.

Opposite bottom: Later the same day, and looking the other way, Peter Gray caught the departure of a Padstow service behind ‘N’ class Mogul No. 31859. Ivatt ‘2MT’ No. 41249 is ready to leave with the 6.30pm Torrington service. Once the Mogul has cleared the junction the Bude train will leave behind the BR Standard Class 4MT waiting in the bay platform; its single carriage being removed from the Padstow service. Peace would then return until the next hive of activity commenced. The network of lines centred on Halwill would close on 3rd October 1966, though by then life would have been easier as diesel multipleunits were generally operating all passenger services. P W Gray 3879.

Below: The Great Western Society (South West Group) ran the Launceston Branch Centenary Tour 18651965’ rail tour on 5th September 1965. Hauled by Ivatt ‘2MT’ No. 41283 the train is seen at Dunsland Cross.

Running from Exeter St Davids the tour visited Lydford, Launceston (both GW and SR sides of the station), Ashwater, Halwill, Holsworthy and Bude before returning to Exeter. P W Gray 4226.

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The Southern’s Withered Arm

82

Coleford Junction to Bude

Opposite top: Holsworthy station was sandwiched between two viaducts; to the east Woolston viaduct was made from precast concrete blocks; to the west the 176yd long Derrington Viaduct crossed the River Deer on a structure of the same material. On the return section of the journey back to Exeter St Davids the Great Western Society special is seen running in from the Bude direction. The first Holsworthy station was a terminus for nearly 20 years, the line from Halwill arriving in 1879. The station was relocated slightly to the east when rebuilt in 1898 for the extension to Bude. Derrington viaduct was the first in Britain to be built from concrete, and today carries a footpath and cycleway. P W Gray 4225 Opposite bottom: The station at Whitstone & Bridgerule was not completed in time for the line’s opening on 10th August 1898, passengers having to wait until 1st November. On 2nd January 1965 BR Standard Class 3MT No. 82040 arrives with the 2.42pm Halwill-Bude service. Just to the front of the locomotive is a raised section of platform as, during World War 2, the platform was severed to allow access to additional War Department sidings; reinstatement of the platform coming in 1947. The westbound line has also been relayed with concrete sleepers. P W Gray 4020.

Above: With the train crew posing for their photograph to be taken, Roy Vincent has captured BR Standard Class 3MT No. 82011 standing in the bay platform at Bude. No. 82011 will take its two-coach train to Halwill. Bude was well equipped to cope with the expected traffic in the summer months, certainly the refreshment, waiting rooms and toilet facilities were well used. R E Vincent 404.

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The Southern’s Withered Arm Having arrived with the 12.10pm from Okehampton, BR Standard Class 4MT No. 75025 is running round its train on the 2nd January 1965. Ten of the Standard ‘4MT’ 4-6-0s were briefly shedded at Exmouth Junction in the mid-1950s, four more were sent west towards the end of steam, of which No. 75025 was one, staying from March 1964 until May 1965.

P W Gray 4019.

The end of the line at Bude on 4th August 1958. With the crew of Drummond ‘T9’ No. 30711 having turned the locomotive ready for the return working, some light shunting is taking place. After closure the site was cleared for a housing estate called Bulleid Way, someone at least appreciated the town’s railway history.

P W Gray 1475 84

10 Halwill to Padstow The first station after Halwill on the Wadebridge route was Ashwater, which was inconveniently situated at the bottom of a steep hill half a mile away from the village. This view, taken from an over bridge shows how steeply graded the line was, the head shunt and goods yard being on the level. Built originally with a short loop, it was later lengthened to take 12 coach trains. The station design would be replicated all the way to Padstow.

P W Gray 3870.

With no nearby settlement Tower Hill was named after a local farm, and like Ashwater, was situated in the valley of the River Carey. Here the guard checks his watch as ‘T9’ class No. 30719 waits for another train to pass (which Dick Riley tells us will be headed by ‘Battle of Britain’ No 34110 66 Squadron on the way from Wadebridge), on 15th July 1960. Of all the North Cornwall-design station buildings, Tower Hill is the only one to have been demolished. R C Riley 15029.

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The Southern’s Withered Arm

Above: Launceston, once regarded as the ‘gateway to Cornwall’, had two stations adjacent to each other.

The Great Western station was the terminus of its line from Plymouth, and to its immediate south was the North Cornwall line. Although separate entities, the workings of the two stations was amalgamated during World War 1, the pair then became known as the ‘LSW & GW Joint’. There was no direct connection between the lines until World War 2, when in September 1943 a connecting spur was brought into use.

From 30th June 1952 the WR’s passenger services were diverted into the Southern station and the former North station closed. On 2nd May 1961 Maunsell ‘N’ class Mogul No. 31837 waits for its fireman to finish bringing the coal in the tender forward before continuing its journey eastwards. R C Riley 15709.

Opposite top: At the western end of Launceston ‘Battle of Britain’ No. 34081 92 Squadron awaits departure for Wadebridge and Padstow. The signal box on the platform at Launceston was in two halves wih two separate lever frames, the left hand side controlled the WR side of the station, the right hand side the Southern. All WR services to Plymouth ceased on 31st December 1962. On the Southern side the final public goods services were withdrawn on 28th February 1966, with passenger traffic ceasing the following October. P W Gray 1477.

Opposite bottom: Tresmeer is bathed in the evening sunshine of 22 nd August 1964. The station was actually located in Splatt, the village of Tresmeer being about 1½ miles away to the south east. A lone box van stands in the goods yard; one particular trade from Tresmeer was that of rabbits – principally destined for the Midlands – which at times was more valuable than that of cattle. P W Gray 3876.

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87

88

Halwill to Padstow Opposite top: The embankment at Treneglos was the largest and highest in Cornwall and was constructed using material from the cuttings required through the hillsides nearby, it being more economical to do this than construct a viaduct which would have been the more usual option. BR Standard Class 4MT No. 80041 hauls the 3.10pm Padstow-Exeter Central across the embankment on 22nd August 1964. P W Gray 3875.

Opposite bottom: At several locations on the North Cornwall line the stations were exposed to the elements, with Otterham at some 850ft above sea level probably the most affected. However, on a fine summer’s day the views were superb, in the middle of winter not so good. The station was supposed to serve Boscastle to the west, but Camelford was better placed having more direct road connections.

‘N’ class Mogul No. 31846 departs with the 1pm Padstow-Okehampton service on 22nd August 1964.

P W Gray 3873.

This page: As if to prove the point in the previous image, the running in board at Camelford reads ‘for Boscastle and Tintagel’. Drummond ‘T9’ No. 30719 is seen in the platform on 15 th July 1960. The driver stares at the photographer as holiday makers take their time; no doubt giving Dick Riley plenty of opportunity to take the image. The locomotive’s smokebox door is showing signs of making hard work of the North Cornwall banks. During World War 2 the airfield at Davidstow Moor was served from here until closure in December 1945. Chosen as the location for trials of the, then new, ground control approach radar, the equipment was relocated when it proved impossible to calibrate due to the weather conditions.

R C Riley 15032.

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The Southern’s Withered Arm

90

Opposite top: Seen on the approaches to Port Isaac Road is Maunsell ‘U1’ class Mogul No. 31902. Eleven members of the class were originally allocated to Exmouth Junction in the late 1930s, but they were not successful on the heavily graded North Cornwall banks. Four of the class returned west in May 1961; however, by end of the summer season in September they had gone. Isolated on a country road between Pendogget and St Teath, Port Issac station was four miles from the town it served. R C Riley 16078.

Opposite bottom: On 27th April 1963 the PRC/RCTS ran the ‘North Cornishman’ rail tour, using the restored LSWR Class T9 No. 120. Seen here it waits in the loop as the approaching service train headed by ‘N’ class Mogul No. 31847 arrives from Wadebridge. Both locomotives are preserved on the heritage Swanage Railway in Dorset. St Kew Highway station was situated by the main road, two miles away from St Kew itself. P W Gray 3134.

Above: To the east of Wadebridge station the double track was worked as two single line, the North Cornwall coming in from the north and the original Bodmin & Wadebridge line from the south. Opened between the two towns in July 1834, in September the same year goods only services were in operation to Ruthern Bridge and Wenford Bridge. The railway was an early user of steam traction, and the first in Cornwall. On 3rd September 1954 Adams Class O2 No. 30203 is seen passing Wadebridge East signal box, with the signalman ready to hand the single line tablet to the locomotive crew, as it heads towards Bodmin North. R C Riley 5418.

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92

Seven years later Dick Riley photographed ‘Drummond ‘T9’ No. 30313 as it heads out of Wadebridge bound for Okehampton on 22nd July 1961. The locomotive would be withdrawn exactly one year later.

Unusually it has a six-wheel tender, the larger capacity eight-wheel ‘water carts’ being the preferred option for the North Cornwall lines. R C Riley 15206.

Top: Perhaps the locomotives most associated with the Southern’s network in Cornwall were the three Beattie ‘well tanks’. Built by Beyer Peacock in Manchester in 1874/5 they outlasted their class-mates by over 60 years. Allocated to Wadebridge they were the only Southern locomotives with the ability to work the mineral line to Wenford Bridge. No. 30586 was generally used as yard and shed pilot. All were withdrawn in December 1962, with Nos. 30585 and 30587 surviving in preservation, when the WR ‘1366’ class pannier tanks arrived as replacements. R C Riley reference unconfirmed.

Bottom: With the locomotive losing steam through the safety valves the crew of Drummond ‘T9’ No. 30709 are keen to depart on 6th July 1955. With the extension of the line to Padstow in 1899 the station, yard and locomotive shed were extensively rebuilt. At a later date the original wooden footbridge was replaced by the concrete structure in the mid-1920s as seen here. R C Riley 6283.

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Beattie well tank No. 30586 shunting at Wadebridge in July 1955. The goods brake van is branded ‘Not in common use’ and ‘To work between Bodmin, Wadebridge and Padstow only’. One of a batch of around 450 vehicles built by the LSWR between 1887 and 1905, makes it around the same age as the locomotive.

R C Riley 6281.

Bulleid ‘West Country’ No. 34024 Tamar Valley was appropriately resident at Exmouth Junction for 12 years from September 1949; its trips over the North Cornwall line would come to an end in late 1960 when it was rebuilt. Too heavy for the North Cornwall line it would then be restricted to the Plymouth route when working westwards. The turntable at Wadebridge could not accommodate Bulleid’s Pacifics, so they had to travel onwards to Padstow to turn. Rather than run light engine they often operated the service train that resulted in running with just a single carriage. R E Vincent 88/C/2/4.

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Halwill to Padstow

At the west end of Wadebridge station ‘T9’ No. 30719 is waiting for GWR 0-6-0PT No. 4694 to clear the section from Padstow on 15th July 1960. The quays were separated from the main station by a level crossing, out of view behind No 4694. Having crossed Molesworth Street, trains had to run along Eddystone Road to reach the quays and Padstow. R C Riley 15034.

On 15th July 1960, Dick Riley was fortunate to have a footplate ride on ‘T9’ No. 30719 to Padstow. Looking out of the cab the train is about to cross the three span wrought iron bridge over Little Petherick Creek; in a matter of minutes the trip would be over as Padstow was the end of the line, some 259 miles from Waterloo. It might not have been the end, as on 14th January 1903 a Light Railway Order was obtained for the Padstow, Bedruthan & Mawgan Light Railway.

The project was later abandoned with no work being undertaken.

R C Riley 15046.

95

With a member of the train crew looking back, ‘T9’ No. 30717 propels the stock for the next departure back into the platform at Padstow on 12th July 1960. This was the general practise should a van need to be added to the rear of the train, so this may be the 6pm departure for Okehampton. With a siding available for carriage storage it was common to either add, or remove, them as the services required, especially during school term times when a large number of pupils required transport to or from school - this was before the days of the school run by car. The building on the right was Pawlyn Brothers fish curing depot and store. Today the track bed from Padstow, through Wadebridge to Bodmin has become the Camel Trail. The station at Padstow has been refurbished, and now houses the Padstow Town Council offices and a relocated museum. R C Riley 15042.

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11 Wadebridge to Wenford Bridge and Bodmin

For most of the way between Wadebridge and Bodmin the railway followed the River Camel.

On 10th September 1960 Adams ‘O2’ class No. 30200 has charge of the 4.40pm service to Bodmin North and is seen here at Grogley junction. There was a goods only line to Ruthern Bridge from here that opened with the railway in 1834 and closed in 1933. Dating from July 1891, the locomotive has less than two years left in service. P W Gray 2446.

On 19th September 1964 the PRC/RCTS ran a special to celebrate 130 years of the B&W. Seen here at Boscarne Junction, Collett-designed 0-6-0PT, No. 1369 carries the ‘Wenford Special 130 Years of Steam’ headboard. The train consisted of brake vans as the route was not cleared for passenger carriages. The line to the right was the GWR route to Bodmin General; and in June 1964, exchange platforms were opened enabling passengers to change from the Bodmin North to General lines as it was a 15-20 minute walk between the stations in Bodmin. An AC Cars rail bus has caught the attention of some of the special’s passengers. Today this is the nearest railhead to Wadebridge, courtesy of the Bodmin & Wenford heritage railway. P W Gray 3987.

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Top: The junction for the mineral branch proper was at Dunmere, Beattie well tank No. 30585 has charge of a short train on 31st July 1961. Judging by the state of the mineral wagons it is bound for the clay dries at Wenford. The guard has opened the gates to allow access to the branch and will close them afterwards. P W Gray 2623.

Middle: A much-photographed location was the road crossing just past the Burough Arms public house, on the A389 out of Bodmin. On 31st May 1958 Beattie well tank No. 30587 takes a Plymouth Railway Circle special from Wadebridge to Wenford Bridge. Two of the train crew protect the train as it crosses the road.

Although the line has been closed since 3rd October 1983 the rails across the road remain in situ as a deliberate means of slowing the traffic down! P W Gray 1336.

Bottom: Most images taken at the water tower in Pencarrow Woods show the locomotives on the outward journey. With the water tank being stream fed it was not possible to raise its height.

This view taken on the return trip illustrates why No. 30586 was not regularly used on the line; its water tank filler was higher than its two class mates, and water does not usually flow uphill.

R C Riley reference unconfirmed.

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Wadebridge to Wenford Bridge and Bodmin

Beattie well tank No. 30585 heads north at Hellandbridge crossing on 13 th July 1961. The tight clearances here prohibited the use of main line locomotives, so when steam was eliminated in January 1965 the GWR tanks were replaced, firstly by BR 204hp shunters then the larger more powerful 350hp Class 08s.

P W Gray 2626.

The end of the locomotive worked line was at Wenford Bridge, seen here on 19 th July 1960. Public freight facilities ended here on 1st May 1967, although the last goods were handled in February. There was a rope worked incline to the De Lank granite quarry, the gradient being 1 in 8. Following closure of Wenford Bridge to general freight traffic, the clay dries at Wenford continued to be rail connected until 1983.

R C Riley 15132.

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The station canopy at Bodmin North was distinguishable by the design of the gable ends. Adams ‘O2’ No. 30200 has run round its train and is departing for Wadebridge and Padstow. Although the B&W’s station opened in 1834 there was a break of nine years between 1st November 1886 and 4th July 1895 when it underwent major rebuilding work. The LSWR station was nearer the town centre than the GWR station on St Nicholas Street and was renamed Bodmin North by BR on 26 th September 1949. Closure came on 1st January 1967. R E Vincent 88/C/1/3.

When the Adams tanks were withdrawn around the end of the 1950s they were replaced by GWR pannier tanks. No. 4666 has run round its train at Bodmin North and prepares to depart for Padstow. Due to the shortness of the distance from the crossover to buffer stop nothing longer than a Mogul operated the services, although Bulleid Pacific No. 34016 (as No. 21C116) would be named Bodmin by the Mayor, Alderman H. F. Kinsman, on 28th August 1946. The carriage in the foreground appears to be being used for storage purposes. R C Riley 15141.

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12 Meldon Junction to Plymouth South from Brentor the doubletracked line followed the River Tavy, paralleling the single line GWR route, until a few miles north of Tavistock where they went their own ways. On 29th December 1962 Peter Gray travelled on a PRC special.

In atrocious weather conditions rebuilt ‘Battle of Britain’ No. 34056 Croydon is overtaking the special with a PlymouthBrighton service. Later in the day snow drifts in Swanton cutting blocked the line. P W Gray 3090.

Plymouth Friary allocated ‘West Country’ No. 34036 Westward Ho stands at the northern end of Tavistock station on 12th July 1955. As with a number of other locations where the GWR and SR had their own stations, BR renamed the station Tavistock North on 26th September 1949. The station closed to passengers on 31st December 1968, along with the other stations between Bere Alston and Okehampton.

R C Riley 6432.

101

Top: At the northern end of Bere Alston station Maunsell Mogul No. 31849 has charge of shunting in the goods yard.

Once the train is assembled the train will depart for Tavistock North. Freight trains bound for Plymouth would have had a more difficult time as the crew would have to run round, and block both running lines in order to be able to shunt the yard. P W Gray 2568.

Middle: A busy time at Bere Alston on 7th April 1953 as an unidentified Bulleid Light Pacific leaves the station heading towards Tavistock. With a southbound train due and the Callington branch train in the siding, the goods porters will soon be earning their money judging by the boxes on the trollies. Today the station is the reversing point for trains running from Plymouth to Gunnislake.

R E Vincent 73/A/6/1.

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Bottom: Time has moved on and the Adams ‘O2s’ have been consigned to history and Ivatt Class 2MT 2-6-2Ts have taken over. An unidentified member of the class is shunting the yard, whilst No. 41315 has arrived at the head of the 12.50pm passenger service to Plymouth on 1st April 1961. The condition of the canopy has improved slightly since the previous view was taken; is the 4/54 on the end of the canopy (indicated) the repainting date? If so seven years have passed and a repaint is required!

P W Gray 2490.

Top: Adams ‘O2’ tanks Nos. 30236 and 30192 occupy the Callington branch platform road and run round loop. The image is dated to the May 1953 to December 1955 period as No. 30192 arrived at Plymouth Friary shed in May 1953 with No. 30236 leaving at the latter date.

Virtually immediately on leaving the station the Callington line begins to descend at 1 in 40. R E Vincent 73/A/6/2.

Right: The driver of ‘Battle of Britain’ No. 34054 Lord Beaverbrook is waiting for the station work to be completed and the signal to be pulled off before continuing the journey to Plymouth. The line to Callington can be seen curving away to the right just above the permanent way trolley shed. There are hopes that the line between Bere Alston and Tavistock could be reopened to ease traffic congestion into Plymouth. R E Vincent, reference unconfirmed.

103

Between Bere Ferrers and Tamerton Foliot the line crosses the River Tavy on the Tavy viaduct. Adams ‘O2’ No. 30216 heads a local service north to Tavistock. The sign showing 700 is the structure number for maintenance purposes. With the bridge at virtually sea level the climb to Sourton, 23 miles away, averaged 1 in 130, with the steepest section at 1 in 73. R E Vincent 73/B/4/2 .

Maunsell ‘N’ class Mogul No. 31832 heads down the gradient from Bere Ferres with a freight train bound for Plymouth on 17 th July 1956.

Tamerton Foliot station closed to passengers on 10th September 1962, and the line was singled on 7th September 1970. This view is taken from an accommodation bridge that crosses the railway just to the north of the station building. R C Riley 7677.

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Top: South of Tamerton Foliot, ‘West Country’ No 34022 Exmoor drifts under the GWR main line as it approaches I. K. Brunel’s Royal Albert Bridge. No 34022 was allocated to Exmouth Junction from May 1951 until it went to Eastleigh for rebuilding in November 1957; it was not to return to the West Country.

Above the train, part of the pier at Ernesettle Admiralty Depot can be seen. Work started on the ordnance depot’s construction in 1851 during the Crimean War, and is still operational today as a Defence Munitions centre’s underground storage facility. It no longer sees rail traffic.

R E Vincent 65/A/6/3.

Middle: Maunsell ‘U’ class Mogul No. 31794 rolls into St Budeaux at the head of a three coach train.

This was one of the locomotives rebuilt from the ‘River’ class 2-6-4Ts in 1928. Allocated to Yeovil at this time, Exmouth Junction must have been short of motive power for this locomotive to appear so far west. The Southern and Western lines crossed here and in 1941 a wartime emergency spur connected the two routes. From 7th September 1964 the Southern’s route was closed and services transferred to Western metals into Plymouth.

R E Vincent 73/A/5/4 Bottom: Bulleid ‘Battle of Britain’ No. 34069 Hawkinge is seen leaving Devonport Kings Road station on 30th April 1961. The station suffered severe bomb damage during World War 2.

As well as being a target in its own right, it also received strays aimed at the nearby dockyard.

The biggest loss was the overall roof, which was replaced by the SR’s standard design of platform awning. The station closed to passengers on 7th September 1964, when rationalisation of the routes into Plymouth took place.

Passenger services now terminated at the GWR’s North Road station. R C Riley 15687.

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13 Callington Branch

The major engineering work when the East Cornwall Mineral Railway was upgraded was the construction of a viaduct across the River Tamar. The result was Callington viaduct, 120ft high made up from 1-ton concrete blocks all cast on site. Galbraith & Church undertook the new work, although often attributed to Col H. F. Stephens who was engineer for the conversion. On 15 th April 1961 Adams ‘O2’ No. 30225 was in charge of the 4.23pm from Callington. There had once been quayside lines that were connected to the branch via a wagon hoist alongside the viaduct located just behind the white painted building near the second arch. P W Gray 2504.

In 1952 the Adams ‘O2s’ were joined by LMSdesigned Ivatt Class 2MT 2-6-2Ts, being used, like their predecessors the PSWJ tank engines, mainly on turns involving freight or mixed trains. No. 41315 is heading a freight bound for Bere Alston. The driver checks how loading, or unloading, of the first box van is progressing at Gunnislake. Access to the station was via a steep slope and subway down to the A390 that passed under the line.

R E Vincent 73/A/6/6.

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Top: Ivatt ‘2MT’ No. 41315 shunting the yard at Gunnislake on 30th August 1954. The goods yard was in use until freight services on the branch finished on 28th February 1966. Unlike a lot of branch lines the section between Bere Alston and here remained open due to the lack of a suitable bus replacement service. The line to Callington closed on 7th November 1966, and was lifted the following June. In 1994 Gunnislake station was relocated to the south side of the A390, enabling removal of the bridge and its 12ft height restriction. The new station opened on 9th June. R C Riley 5325.

Middle: To say Chilsworthy was a fairly bleak station is an understatement. Situated high on the hill the weather could be somewhat extreme at times. In 1928 a siding was provided for Hill, Westlake & Co, brick and tile manufacturers. In 1942 the Ministry of Food requisitioned their premises.

The siding was finally removed in 1959. When first opened signals were provided so intending passengers could stop the train, in later years an extended arm sufficed.

R C Riley 6431.

Bottom: Adams ‘O2’ No. 30192 at Latchley in 1954, bound for Bere Alston.

Before the station was built the site served as a mineral concentration point for a nearby quarry. Freight services ceased to be handled in 1949. The station facilities were rudimentary with the platform shelter only capable of holding a handful of intending passengers.

R E Vincent 98/B/6/5.

107

The Southern’s Withered Arm

The station of Callington was well placed in the centre of Kelly Bray, and received several upgrades over the years. With the Royal Cornwall Agricultural Show visiting the town in 1920 additional cattle facilities were added along with signal-locking improvements. With a solitary coach, probably No. 6557, and fourwheel Guards van in tow, Adams ‘O2’ No. 30236 leaves for Bere Alston on 30 th August 1954. The unusual carriage is a Drummond-designed Composite Brake dating from 1905; Nos. 6557/8 were allocated to the branch until withdrawal in April 1956. They were both the last surviving former LSWR railmotors.

R C Riley 5339.

108

Callington depot was a sub shed of Plymouth Friary, and as such had no allocation of its own; branch locomotives returning to the parent shed for regular maintenance. Unlike a number of other sheds, see Barnstaple earlier in the book, the one here was well kept as can be seen. Adams ‘O2’ No. 30236, the last of the class to be built, stands outside the shed. After the demise of steam the freight, and some passenger, services were operated by Class 22 diesel-hydraulics.

R E Vincent 73/B/1/6.

Top: Adams ‘O2’ No. 30236 running into Callington station past the engine shed on 30th August 1954.

The station here had extensive freight facilities with a goods shed and several stores for animal feedstuffs; along with a private siding for the local coal merchant. R C Riley 5333.

There were no facilities alongside the platform for the locomotives to run round, so the carriage stock had to be pushed back to enable the locomotive to access the crossover. Adams ‘O2’ No. 30236 is about to run round its train, will then recouple and push the stock back into the platform road. Maintenance is being undertaken on the overall roof. The platform trollies are well loaded with parcels traffic.

R E Vincent 73/B/1/3.

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14 Around Plymouth

The Southern’s terminus in Plymouth was Friary, opened by the LSWR on 1 st July 1891. It was closed on 15th September 1958, when passenger facilities were shared with the WR at North Road, to become Plymouth’s main goods depot. When photographed by Roy Vincent the former station was being used for carriage stabling, when in operation the middle road between the platforms was used for locomotive release purposes for arriving services. R E Vincent V503.

Adams ‘B4’ class 0-4-0T No. 30102 on Friary shed where it was allocated from August 1950 to September 1959; it was to survive another four years before withdrawal. The original shed was opened by the LSWR on 1st July 1891, and was relocated and enlarged in 1908. The shed was closed on 6th May 1963, and as with most steam-era infrastructure demolished. What looks like a tangled mass of wire on No. 30102’s chimney was a spark arrestor, enabling the locomotive to work in places considered a fire risk, such as Bayly’s timber yards at Oreston on the Turnchapel line.

R E Vincent reference unconfirmed.

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Around Plymouth Top: On the 1st October 1961 the Plymouth Railway Circle operated the ‘Last Train to Turnchapel’ rail tour.

Drummond ‘M7’ class No. 30034 was in charge of the brake van special, that is seen here at Plymstock. By this date No. 30034 was one of only two left at Plymouth Friary, the other was No. 30036, both were transferred away in July 1962.

P W Gray 2766.

Middle: Adams ‘O2’ class No. 30182 has charge of the RCTS 'Brunel Centenarian & Plymouth District Rail Tours' special on the 2nd May 1959 that operated as part of the Royal Albert Bridge centenary.

Running from London Paddington, on reaching Plymouth the tour split into two parts. The ‘O2’ tour, hauling a two-coach LSWR 'gate' set (Nos S6545S and S738S) is seen here crossing the swing bridge over Hooey Lake. The swing bridge was handoperated by the signalman who was marooned on the span while it was open. Oreston station opened to passengers on the 5th September 1892, closing in January 1951, it reopened briefly between the 2nd July and 10th September 1951. P W Gray 1787.

Bottom: The rail tour has reached the end of the line at Turnchapel. The station here was situated in an old quarry and extremely basic with just a platform shelter. A freight only line continued past the station to wharves on the River Plym.

Additionally a spur led to underground chambers that the Admiralty used for storage.

Passenger services on the line have already been withdrawn, with final closure coming on 2nd October 1961 when goods traffic ceased. P W Gray 1788.

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Bibliography / Further Reading If you have enjoyed your journey by rail around the counties of Devon and Cornwall, the following might be of interest.

Austin, S.; From the Footplate: Atlantic Coast Express, 9780711018228, Ian Allan Publishing, 1989.

Austin, S.; The Southern Railways Withered Arm: A View From The Past, 978071102622X, Ian Allan Publishing, 1998.

Butt, R. V. J.; The Directory of Railway Stations, 9781852605087, PSL, 1995.

Callington Railways, 9780904662238, Forge Books, Crombleholme, R., Gibson, B., Stuckey, D. & Whetmath, 1997.

Grant, D. J.; Directory of the Railway Companies of Great Britain, 9781788037686, Matador, 2017.

Grayer, J., In the Tracks of the ‘ACE’, 9781906419011, Noodle Books, 2008.

Hawkins, M.; LSWR West Country Lines Then & Now, 9780715301227, David & Charles, 1993.

Longworth, H.; British Railway Steam Locomotives 1948-1968, 9780860935933, OPC, 2007.

Longworth, H.; British Railway Steam Locomotives Allocations, 9780860936428, OPC, 2011.

Messenger, M.; The Bodmin & Wadebridge Railway, 9780906294765, Twelveheads Press, 2012.

Nicholas, J. & Reeve, G.; The Okehampton Line, 9781911262039, Irwell Press, 2016.

Nicholas, J. & Reeve, G.; Lines to Torrington, 9781906919696, Irwell Press, 2014.

Nicholas, J. & Reeve, G.; The North Devon Line, 9781906919283, Irwell Press, 2010.

Nicholas, J. & Reeve, G.; Main Lines to the West: Vol 1 -– Basingstoke to Salisbury, 9781903266434, Irwell Press, 2004.

Nicholas, J. & Reeve, G.; Main Lines to the West: Vol 2 -– Salisbury to Yeovil, 9781903266588, Irwell Press, 2007.

Nicholas, J. & Reeve, G.; Main Lines to the West: Vol 3 -– Yeovil to Exeter, 9781906919030, Irwell Press, 2008.

Nicholas, J. & Reeve, G.; Main Lines to the West: Vol 4 -– The Branch Lines, 9781906919627, Irwell Press, 2013.

Phillips, D. & Pryer, G.; The Salisbury to Exeter Line, 9780860935256, OPC, 1997.

Phillips, D.; From Salisbury to Exeter: The Branch Lines, 9780860935469, OPC, 2000.

Smith, M.; An Illustrated History of Exmoor’s Railways, 9781871608663, Irwell Press, 1995.

Smith, M.; An Illustrated History of Plymouth’s Railways, 9781871608414, Irwell Press, 1995.

Vaughan, J. A. M.; Branches and Byways: Cornwall, 9780860935667, OPC, 2002.

Wroe, D.; An Illustrated History of the North Cornwall Railway, 9781903266892, Irwell Press, 1995.

Wroe, D. J.; The Bude Branch, 9780946184439, Kingfisher, 1988.

Middleton Press publish numerous titles in its ‘Branch Lines Around….’, ‘Branch Lines to….’, and ‘Southern Main Lines….’ series.

As far west as it was possible to travel on the Southern. 'T9' class No. 30719 complete with crew posing for Dick Riley's camera at Padstow on 12th July 1960. #R C Riley 15041.

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Railway history is not always kind. With the phrase ‘Withered Arm’ being applied to the Southern Railway’s lines in the West Country, the immediate thought is of a run-down system fighting for survival. It was not always so. On summer Saturdays the network west of Exeter was almost worked to capacity, Wadebridge handling 16 arrivals a day from Bodmin alone.

These, plus the long distance services from the east, along with the ageing Beattie Well Tanks made it a magnet for photographers. Halwill was another busy place to visit, with carriages being removed and added to through services. The occasional terminating service from Barnstaple added to the mix. You could travel from Bude, Torrington and Padstow, via Exeter to London without leaving your seat. Our photographic journey begins at Axminster, for the first of the Southern’s branch lines, and we travel around the counties of Devon and Cornwall before arriving at the end of the line in Plymouth.

Published by Transport Treasury Publishing Ltd. £14.50