User:Lynbarn/Sandbox/Lynton and Barnstaple Railway
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| Lynton & Barnstaple Railway | |
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| Locale | Exmoor |
| Dates of operation | 1898 – 1935 |
| Track gauge | 1 ft 11½ in (597 mm) |
| Headquarters | North Devon, England |
The Lynton & Barnstaple Railway (L&B) opened as an independent railway in May 1898. It was a narrow-gauge railway just over 19 miles (30 km) long, that ran through the rugged and picturesque countryside of Exmoor in North Devon, England. Although opened after the 1896 Light Railways Act (LRA), It was authorised under its own Act of Parliament, and therefore built and operated to much higher (and more expensive) standards than those built shortly after.
For a brief period, the line did manage to earn a small return for shareholders, but for most of its life, the L&B made an operational loss.[1] In 1922 the L&B was taken over by the Southern Railway, and eventually closed in September 1935.
| “ | Rarely, if ever before, has the closing of a railway aroused such a keen interest as has been awakened throughout the country by the running of the last trains over the narrow gauge Barnstaple-Lynton section of the Southern Railway. This is to be attributed very largely to the unusual character of the line and the magnificent scenery through which it passes.[2] | ” |
wrote an observer of the time, perhaps the vanguard of what was to become the Heritage Railway movement in the UK and elsewhere.
Even after seventy years, much of the formation is still visible, although in private hands. The most spectacular evidence of the line is the imposing brick-built Chelfham Viaduct. Extensively restored in 2000, its eight 42 foot wide arches reach 70 feet above the Stoke Rivers valley — making it the largest narrow-gauge railway structure in England. Of the picturesque station buildings, Lynton and Bratton Fleming are private residences, Blackmoor is in use as a restaurant and Chelfham and Woody Bay are owned by the L&B Railway Company.
Woody Bay Station is the centre of the current revival and a short section of the line was reopened to passenger traffic in 2004. After Bridge 67 was generously rebuilt as a gift by Edmund Nuttall Ltd — a firm historically linked to James Nuttall of Manchester the main contractors engaged to build the L&B in the 1890s — the line was extended to Killington Lane in 2006, with plans well in hand for a further extension to Cricket Field Lane at Parracombe.
BARNSTAPLE –>
Lyn, Exe, Taw, Yeo, Lew - profiles of the L&B locomotives, showing changes from 1898 to 1935
The locomotives always ran facing the same direction - down-line, that is away from London, but facing the rising gradient towards Lynton.
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[edit] History
Following the opening of the Devon and Somerset Railway.[3] to Barnstaple, there were calls for the railway to be extended to serve the twin villages of Lynton and Lynmouth which were popular with holiday-makers.
In the middle decades of the 19th century, several schemes had been proposed for connecting the area to the expanding railway network, both from established railway companies, and from independent developers. One scheme suggested electric power, while another proposed a line from South Molton,[3] running some miles to the East of the eventual route.
None of these schemes offered the prospect of sufficiently good financial returns to encourage the investors needed, and few got much further than paper based plans or some initial survey work.
Because of the difficult nature of the terrain it was decided that a gauge of 1 ft 111⁄2 in (597 mm), as already used on the Festiniog Railway and elsewhere, would ease the problems of construction. The scheme was supported by Sir George Newnes who became chairman of the railway company. The Lynton & Barnstaple Railway Bill was passed by the United Kingdom Parliament on 27 June 1895, and was opened on 11 May 1898 with the first public service commencing on 16 May 1898.
Plans to build the railway were not met with universal enthusiasm, and even at the time, there was some doubt as to the intentions of the promoters. A guide published whilst the line was being built stated:
| “ | On the highest point at Lynton a pretentious mansion has been built for himself by the proprietor of a certain well known publication, whom some look on as the benefactor and others as the evil genius of the place. Through his enterprise it is that the "lift" was made in 1888, to be cursed by conservative and artistic souls, but blessed by unwieldy bodies and rheumatic limbs; he has also favoured the railway, now a fait accompli, and the pier which seems so much wanted. Yet whatever may be said of the railway, there is good reason for doubting if the pier would be a real advantage. It would certainly flood the place with a class of excursionists for whom there is little accommodation, and on whom, for the most part, its characteristic beauties would be thrown away.[4] | ” |
The railway, despite the attractive scenery through which it passed, had difficulty in attracting sufficient traffic to remain viable. The route through a difficult landscape involved many curves and gradients. The journey of nearly twenty miles took on average an hour and 30 minutes. Incidentally, even now, in high season, modern transport is hard pressed to do the journey in less than an hour! The northern terminus at Lynton, in keeping with the desire of several influential local residents, was situated some distance from Lynton itself and consequently from the cliff railway to the seaside village of Lynmouth.
A decline in tourism during World War I, and increased post-war private car ownership, further depleted the line's traffic levels until it was no longer economic. An guidebook published in 1921 described the situation:
| “ | The railway which has made this corner more accessible is of narrow gauge, requiring a change of carriage at the Town station, Barnstaple. ... Unfortunately, this line does not seem to be a financial success, and its service, out of season at least, is not a very liberal one.[5] | ” |
Despite numerous cost-saving measures and extra investment in the line, the Southern Railway was unable to reverse this trend, and decided the line should close.
The last train ran on 29 September 1935. The Southern retrieved everything they could that could be used elsewhere, and by 8 November, had removed the track from Lynton back to Milepost 15⅓ - just on the Barnstaple side of Woody Bay station. On on 13 November 1935 an auction was held to sell off the railway where, despite hopes from many that the railway could still survive, very little was sold, and in December Sidney Castle, a Plymouth ship breaker, won the tender to dismantle the railway.
Most of the rolling stock, and all but one of the locos, were sold for their scrap value and broken up where they stood or in the case of many of the coach bodies, sectioned and sold off as garden sheds. The third class seats were sold as garden furniture and the first class seats found their way into snooker halls and Masonic Lodges. The remainder of the track from Milepost 15⅓ was dismantled, this task being completed by June 1936. In late September, Lew, the sole surviving loco was shipped to Brazil. The stations and trackbed were not made available for sale until 1938. [1]
The L&B had an exemplary safety record, and no passengers or members of the public were killed or injured during its 37-year existence, although accidents at Braunton Road and Chumhill did claim the lives of three track workers.
[edit] Reawakening
Unlike other railways, such as the Welsh Highland Railway, after 1938 the original trackbed was sold off piecemeal to many different landowners - often reverting back to the original landowners, but for much less than they had originally sold it! Although there has been some development on small parts of the trackbed, and Wistlandpound Reservoir has flooded a small part of the original formation close to its mid-point, much of actual trackbed is still in open countryside, with many parts identifiable.
After closure, various attempts to reopen parts of the railway came to nothing. But in 1979 after a meeting in the Cottage Hotel, Lynton, the Lynton & Barnstaple Railway Association (now a charitable trust) was formed. After several false starts, Woody Bay Station was purchased by the Lynton and Barnstaple Railway Company in 1995 and after many tribulations a short section of the line was reopened to passenger traffic in 2004. The Railway Company has since extended this to over a mile in May 27 2006, with steam and diesel-hauled trains plying between Woody Bay and the new, temporary terminus at Killington Lane.
In the early 90s, the Lynbarn Railway — a ride at the nearby Milky Way a family-oriented theme park near Clovelly, was established and operated by volunteers from the Association. The profits from this railway funded the purchase, restoration and inauguration of public trains at Woody Bay The Lynbarn was handed over to the theme park in 2005, once Woody Bay had become established, and continues to operate as part of the attraction.
Little of the original rolling stock was believed to have survived, but a restored original coach (Coach 7) and brake van (Van 23)are on display at Woody Bay. The station itself has been restored to a condition designed to evoke the line as if it had never closed in 1935. Parts of at least two other passenger carriages and two or possibly three goods vans have been recovered, and are in storage, and these will be eventually used to recreate a "heritage train" to complement the more modern stock currently in use.
Another original coach, used for many years as a summer house, is now on display (unrestored) at the National Railway Museum in York, and a third, restored and now used as a dining car, has been running for more years than it did on the L&B, on the Ffestiniog Railway in North Wales. Due to the Ffestioiog's smaller loading gauge, the roof profile had to be altered considerably so it could pass through Garnedd tunnel.
A 1915 Kerr Stuart "Joffre" class 0-6-0T loco was purchased by the Association in 1983, and named Axe. It is currently being restored for use at Woody Bay. More about Axe
A new Lew class locomotive — Lyd — is currently under construction at Boston Lodge on the Ffestiniog and Welsh Highland Railway. Although an independent project it is hoped that when completed Lyd will visit Woody Bay. In order to navigate Gernodd tunnel, but still look externally accurate to the original, Lyds cab is to be fitted with adjustable side panels.
The Trust owns a number of ex-industrial diesel locomotives, which have been restored and are maintained at the Trusts engineering works in nearby Bratton Fleming. Other diesels, belonging to Trust members and others, and a number of visiting steam locomotives have been seen in revenue-earning service since passenger services were renewed in 2004.
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[edit] The route described
The route of the diminuitive railway has been described many times. One such was published in a 1920s guide book of the area:
| “ | The line at first keeps up the winding course of the Yeo with Pilton church tower on the left, and that of Goodleigh presently, on the right, marking a side valley, for which the train stops at Snapper halt, whence, by Goodleigh one might have an alluring ramble back to Barnstaple.
Chelfham (pron. Chellam) is reached by a fine viaduct over the tributary stream, where 2 miles east stands Stoke Rivers, through which the above round might be extended. The line has now left the Yeo, mounting eastward up the Bratton Valley to Bratton Fleming Station near the lofty village of Bratton Fleming. The next station is Blackmoor (900 feet), lying under the tumuli of Kentisbury Down to the left, whence one might descend on foot to Lynton and Lynmouth (7 miles) or Ilfracombe (10 miles) from the crossroads at Blackmoor Gate. The railway has next to wind around the deep hollow in which lies Parracombe (Fox and Geese Inn) [sic], where, near the halt platform, can be seen the tower of the old church, another of those said to have been built in expiation of Thomas à Becket's murder. Hence flows the Heddon water, which one might follow down its beautiful course by the Hunter's Inn. The cyclist will find a way diverging from the main road a little beyond Parracombe. At the last station, Wooda Bay, two miles behind this place and its neighbour Trentishoe, the line has reached a highest point of about 1000 feet. Beyond this, it crooks down the valley of the West Lyn (best glimpses on right hand), past Caffyn's Down Halt (for the golf links), ending some half-mile behind Lynton, and over a mile by the zig-zag road from Lynmouth. The road (17 miles) keeps pretty much the course of the railway, except in the central stage, where it strikes a mile further north to Loxhore, before leaving the valley of the Yeo, then rejoins the railway at Blackmoor. [5] |
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As well as describing several foot- and cycle-routes from places along the line, which can still be followed today, the hostelry in Parracombe mentioned in the article remains a popular venue, although the geese are now singular!
[edit] Rolling stock
One of the most distinctive aspects of the L&B was the Rolling Stock, with the distinctive locomotives appearing originally in a livery of plain lined green, and later on a black base, with chestnut under-frames, hauling passenger carriages coloured 'terracotta' with off-white upper panels, and light grey goods wagons. The original schemes were simplified as individual vehicles were repainted, and just before the grouping it is believed that some of the coaching stock was painted a darker red/brown although evidence for this is sparse. With the arrval of Lew the livery was slowly changed to the Southern Maunsell livery for locos and passenger stock, and umber for the goods wagons. Incidently all the locos headlamps which had been painted black under the L&B were now re-painted red.
[edit] Locomotives
At least three contractors locomotives are known to have been used in the construction of the railway. Unusually, at least some of the construction track was actually wider than the final formation - The section around Parracombe Bank for example, spanning the Heddon valley, was built using 3ft gauge temporary rails, and a locomotive known as Winnie. A fifth locomotive - perhaps named Spondon - may also have been used, although little is known of either of these locomotives. [3] In 1900, Kilmarnock was sold by the L&B. It is believed that it had been left behind by James Nuttall, the contractor as a result of the financial difficulties and the litigation between the railway and the contractor. [1]
The L&B used only coal-fired steam motive power. In 1896, The Hunslet Engine Company submitted two designs (a 2-4-2T and a 4-4-0T), but eventually an order was placed for three 2-6-2Ts from Manning Wardle & Co of Leeds. The locos were named after local rivers: Yeo, Exe, and Taw. These were supplemented by a 2-4-2T, Lyn, built by the Baldwin Locomotive Works of Philadelphia, USA, as the Company realised even before opening the line that three locos would be insufficient. Baldwin was selected as they were able to deliver the loco — based largely on their range of standard components — more quickly than domestic suppliers, who had a back log of orders. This had been caused by a major national engineering dispute over the 8 hour working day which resulted in a lock-out by the employers which lasted from July 1897 to January 1898. The loco, delivered in knock-down form, was assembled at Pilton and first steamed in July 1898. Incidentally, the Manning Wardles were delivered ahead of the lock-out and Yeo and Taw were used in the final stages of construction. Exe was stored locally in a stable where she received the unwelcome attention of some thieves who made away with her brass fittings and fixtures!
In 1923 the railway, along with the LSWR, was absorbed into the Southern Railway, and from 1925 began a gradual programme of repainting all the stock to the familiar Southern Maunsell livery, and improvements were made to the track. In particular, a fifth locomotive, Lew was purchased in 1925, built to a design based on the Manning Wardle originals.[3]
[edit] The fate of Lew
Although bought at the auction (it is believed by Barwicks of London) by December 1935, Lew was working for Sidney Castle, the dismantler of the railway. This work was completed by July 1936 and in September, Lew was moved by rail to Swansea and loaded onto the S.S. Sabor destined for the port of Pernambuco (since renamed Recife), Brazil. Most of the relevant shipping records were destroyed in World War II, so today there is no way of discovering its eventual destination. It is unlikely that Lew was destined for a coffee plantation as this crop was in decline in the 1930s. More likely it went to either a cotton or sugar cane plantation. It is possible, although unlikely, that Lew is still intact somewhere in Brazil, abandoned or perhaps still in use, but despite several attempts, no trace of the locomotive, or evidence of its fate, has so far been found.
[edit] Passenger stock
Sixteen passenger carriages were delivered for the opening. Built by the Bristol Wagon & Carriage Works Co. Ltd., these comprised six different types, all the same size, being 39ft 6in long, 6ft wide, (7' 4" over steps) and 8ft 7in high — quite large by narrow gauge standards — and certainly superior to any previous British narrow gauge stock.
The coaching stock was extremely solidly constructed, and offered levels of accommodation far in advance of anything else available at the time - certainly on any other narrow gauge railway. Almost 70 years later, The design was used as the basis for a new rake of carriages built by the Ffestiniog[1] - testament to the excellence of the original design.
The body for coach 17 was built in 1911, by local firm Shapland and Petter, and mounted on a steel underframe constructed by the railway in its own workshops at Pilton.[1] Marginally longer than the earlier coaches, it contained both smoking and non-smoking accommodation for first and third class passengers, as well as the brake van space.[3]
[edit] Goods stock
The Southern Railway introduced several new items of goods stock, and also purchased two ex-War Department travelling cranes for the line.
Goods-only trains were a rarity, and the usual practice was to attach goods wagons to any scheduled passenger services. Whilst the shunting of wagons at intermediate stations no doubt added to the interest of the tourist and occasional traveller, it also added marginally to the journey time.
The open goods wagons were originally delivered with a single top-hung side door on each side, but these proved innefficient, and all were eventually converted to side hung double doors. By 1907, most had also been fitted with tarpaulin rails. The Goods vans used the same underfame, and were fitted with double sliding doors on each side.
The bogie open doors were also originally top-hung, but converted by the railway at Pilton. [6]
Wagon No 19 was originally used by the contractors. After the railway opened, it was modified and entered revenue service in 1900. At only 6 Tons it was regularly used in preference to one of the 8 Ton wagons as it reduced the overall weight of a train.
Van 23 - now restored and at Woody Bay - was built at Pilton by the L&B. Unlike all other L&B stock, it underframe was entirely made of wood.
The travelling cranes were ex-WD stock, and fitted with outriggers, rated at 3 tons with a fifteen feet radius, or 41/2 tons at 11' 6" radius, they were intended for use as recovery cranes in the event of a derailment. Neither crane saw much use. One crane, with its match truck, was kept in the long headshunt at Pilton, the other was put to use in the goods yard at Lynton.
The bogie goods vans supplied in 1927 were originally fitted with heavy diagonal wooden cross braces at each end, but these were later replaced with single diagonal angle-iron braces.
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[edit] The future
The restoration of Woody Bay Station and the construction of track up to the new railhead at Killington Lane is a solid base for the next stage in rebuilding the L&B. Although much of the trackbed is still in open country, several obstacles — including Wistlandpound Reservoir — will need to be overcome before the greater part of the original line can be brought back into use, fulfilling the hope and aspirations of the author of a card left on a wreath at Barnstaple Town on the day after the line closed in 1935 - Perchance it is not dead, but sleepeth...
[edit] See also
- List of British Narrow Gauge Railways
- Rolling stock of the Lynton and Barnstaple Railway Tables listing all the rolling stock
- Lynton & Barnstaple Railway Trust A Charitable Trust heading the project to restore and reopen the L&B.
[edit] Notes
- ^ a b c d e G A Brown, J D C A Prideaux, & H G Radcliffe: The Lynton & Barnstaple Railway published by David and Charles, First Edition 1964, ISBN 0-7153-4958-9
- ^ John W Dorling, The Railway Magazine, November 1935
- ^ a b c d e L T Catchpole: The Lynton & Barnstaple Railway 1895–1935 published by The Oakwood Press. Eighth edition 2005. ISBN 0-85361-637-X.
- ^ (ed.) A R Hope Moncrieffe, Black's Guide to Devonshire published by Adam and Charles Black, Sixteenth edition 1898
- ^ a b (ed.) A R Hope Moncrieffe, Black's Guide to Devonshire published by A and C Black Ltd., Twentieth edition 1921
- ^ G A Brown, J D C A Prideaux, & H G Radcliffe: The Lynton & Barnstaple Railway published by the Lynton and Barnstaple Railway Trust, Fourth edition, 2006 with additional material by G A Brown & P J M Rawstron. ISBN 0-9552181-0-1
- ^ a b c d Key to Rolling Stock Manufacturers:
- ABA = Andrew Barclay
- BLW = Baldwin Locomotive Works
- BWC = Bristol Wagon & Carriage Works
- CSC = Chambers, Scott & Co.
- JFH = John F. Howard
- LBR = Lynton & Barnstaple Railway
- MWL = Manning Wardle
- SAP = Shapland and Petter
- SRY = Southern Railway
- WGB = W. G. Bagnall
[edit] Further reading
Multi-media:
- The Little Train to Lynton - a two-part documentary first broadcast on BBC2 in 1986. Featuring contemporary footage and archive film together with interviews with those who travelled on the line and locals who remembered it. Also featured and compared to the L&B is the Brecon Mountain Railway. This programme has never been released on video or DVD.
- The Lynton & Barnstaple Railway - published by Oakwood Video Library, 1993. An 81-minute video telling the story of the railway using contemporary archive footage taken in the 1930's by L T Catchpole and others.
- "Perchance"...it's awake! The Lynton & Barnstaple Reborn - published by Lynton Televison/The Lynton & Barnstaple Railway, 2006. A stunning 27-minute DVD specially made for the L&B by Andrew Johnson (who made The Little Train to Lynton) and Ian Lynn. It combines contemporary footage and archive cine film with interviews with those who knew the line and present day volunteers who are striving to recreate the railway.
Books:
- L T Catchpole: The Lynton & Barnstaple Railway 1895–1935 published by The Oakwood Press. Eighth edition 2005. ISBN 0-85361-637-X.
- G A Brown, J D C A Prideaux, & H G Radcliffe: The Lynton & Barnstaple Railway published by David and Charles, New Edition 1971, ISBN 0-7153-4958-9
- Third Edition, published by Atlantic in enlarged format, 1996. ISBN 0-906899-68-0
- P Gower, B Gray & K Vingoe: The Lynton & Barnstaple Railway — Yesterday and Today published by The Oakwood Press. First edition 1999. ISBN 0-85361-537-3
- D. Hudson & E. Leslie: The Lynton & Barnstaple Railway— An Anthology published by The Oakwood Press. First edition 1995. ISBN 0853614857
- C Leigh: Portrait of The Lynton & Barnstaple Railway published by Ian Allen. First Published 1983. ISBN 0-7110-1330-6
- V Mitchell, K Smith: Branch Line to Lynton published by Middleton Press. First Published 1992. ISBN 1-873793-04-9
- J D C A Prideaux: Lynton & Barnstaple Railway Album published by David & Charles 1974 ISBN 0-7153-6809-5
- J D C A Prideaux: The Lynton & Barnstaple Railway Remembered published by David & Charles 1989. ISBN 0-7153-8958-0
- J R Yeomans: The Lynton & Barnstaple Railway published by Bradford Barton. First Published 1979. ISBN 0-85153-259-4
Magazines:
- The Lynton & Barnstaple Railway Magazine published three times a year by The Lynton & Barnstaple Railway Trust. 1979 to date
Much has been written about the L&B since its closure in 1935, and this continues today. The railway regularly features in articles published by specialist railway, engineering, heritage and modelling magazines.
