Meldon Viaduct

Meldon Viaduct
Coordinates	50°42′47″N 4°02′03″W / 50.71297°N 4.03404°W / 50.71297; -4.03404Coordinates: 50°42′47″N 4°02′03″W / 50.71297°N 4.03404°W / 50.71297; -4.03404
Crosses	West Okement River
Heritage status	Scheduled Monument
Characteristics
Material	Wrought and cast iron
Total length	165 m (541 ft)
Height	46 m (151 ft)
History
Engineering design by	WR Galbraith
Opened	12 October 1874
Closed	1990

The Meldon Viaduct is a railway bridge built in 1871 to carry the London and South Western Railway (LSWR) across the West Okement River at Meldon (near Okehampton) on Dartmoor in Devon, South West England, under the direction of the LSWR's chief engineer, WR Galbraith. It was constructed of wrought iron and cast iron and is one of many truss bridges remaining. It is unusual in the trusses also being supported on wrought iron lattice piers and is one of only two such railway bridges remaining in the United Kingdom, the other being Bennerley Viaduct between Nottinghamshire and Derbyshire.^{[nb 1]}

The viaduct had an axle load limit, which limited the class of locomotive permitted to operate over it.

The bridge survives on a cycle track known as The Granite Way.

Background

In the nineteenth century, the LSWR were in competition with the Great Western Railway (GWR) to provide passenger trains from London to Devon and Cornwall. The South Devon Railway, an associate of the GWR, had already built a line from Exeter St David's to Plymouth along the south coast under the direction of Isambard Kingdom Brunel, leaving the LSWR, and its engineer, William Galbraith to build a line across Dartmoor.^[2]

Design

Meldon Viaduct from below, showing the curve

The viaduct is constructed of wrought iron and cast iron, one of two surviving wrought iron truss girder railway bridges in the United Kingdom.^[2][3][4] The only other surviving example is Bennerley Viaduct, between Nottinghamshire and Derbyshire.^[5] It consists of six warren truss spans, each of 90 feet (27 metres), and is supported by five lattice trestles.^[2][3] The original bridge (that now forms part of the up line) was constructed of a pair of trusses at 5 foot (1.5 metres) centres.^[3] When the bridge was later widened to allow double track operation, a second structure of almost identical construction was erected 7 feet 6 inches (2.29 metres) from the original bridge with the gap spanned by timber decking.^[3][2] The trusses are 9 feet 4 inches (2.84 metres) high and the older trusses are unusual in that the tension (bottom) member is made of plate metal rather than a rolled girder. The trestles vary in height from 48 feet (15 metres) to 120 feet (37 metres) and are constructed of four wrought iron piers supported by horizontal and diagonal bracing.^[3] The trestle sections taper inwards from the base and rest on 24 foot (7.3 metres) wide masonry bases.^[2]

The viaduct is 163 metres (535 feet) long and, at its highest point, rises 46 metres (151 feet) above the valley. The viaduct has slight curve^{[nb 2]} which, combined with its exposed position, resulted in speed and weight restrictions being applied to trains crossing it. The speed limit was set at 20 miles per hour (32 km/h) in 1927. The trestles were strengthened in 1938 and 1944 in order to allow heavier traffic to use the viaduct during the Second World War, and further strengthening to the trestles was carried out in 1959 and 1960.^[2][3][6]

History

Dartmoor Railway
Legend
miles Tarka Line to Exeter 0     Crediton through services on summer Sundays Salmon Pool Level Crossing 3¾  Yeoford served by Tarka Line trains only Coleford Junction Tarka Line to Barnstaple 8½  Bow 11¾  North Tawton 14½  Sampford Courtenay 18¼  Okehampton 20¼  Meldon Viaduct/ Meldon Quarry Meldon Viaduct London & South Western Rly to Padstow and Bude to Plymouth via Bere Alston

The viaduct opened on 12 October 1874, part of the LSWR's routes to Plymouth and Bude via Okehampton. It originally carried a single track, part of the Exeter to Plymouth railway of the LSWR, but the track was doubled in 1878 when a steel viaduct of similar design was constructed next to it and the two were joined.^[2][7] The construction of the second line was conducted whilst the original line remained open. In order to dispense with the need for high scaffolding the trestles were erected by means of derricks mounted on the original structure. The trusses were constructed in a railway siding and lifted by means of two heavily-ballasted, rail-mounted cranes that were then pushed onto the original bridge and swung out into position by the cranes. Each truss could be thus installed within around two hours and thirty minutes, meaning that the work could be arranged around the railway timetable to avoid the need to close the line at any stage. The method, devised by engineer T Wrightson and supervised on site by W Jacomb, worked well and the new bridge was complete within 16 weeks of starting work.^[8]

On 5 May 1931 a carpenter, F. Rook, was killed in an accident whilst replacing timber bridge decking on the down line.^[9] Passenger services on the line were withdrawn in 1968, after which the line reverted to a single track and the viaduct was used predominantly for shunting freight trains serving the ballast quarry at Meldon. In 1970, a road was built across the viaduct to permit lorries access to the Meldon Dam construction site. The bridge was assessed in 1990 as being too weak to carry trains and the rails were removed. Six years later, the viaduct was refurbished and re-opened as part of The Granite Way, a combined cycle and foot path.^[2] It is now a scheduled monument.^[2][7][10]

The viaduct is now owned by the Meldon Viaduct Company, a not-for-profit organisation set up in February 1999 to safeguard the viaduct.^[6]

At various times since the closure of the line, local people and enthusiasts have campaigned for its re-opening, a campaign which gained added prominence in 2014 after severe winter storms severed the Great Western Main Line at Dawlish in February. According to Network Rail, the condition of Meldon Viaduct was a significant obstacle to the re-opening of the line and it would need to be replaced before trains could run on the line.^[11][12]

Notes

References

External links

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